Beech V35 accident near Mountain View, Arkansas, November 22, 2006
On November 22, 2006 at about 7:45 pm local time, a Beech V35, registered N205DB, was substantially damaged in an accident near Mountain View, Arkansas (None airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to oil starvation as a result of a broken oil pressure line. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 22, 2006 · about 7:45 pm local time
- Place
- Mountain View, Arkansas · None · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech V35 · all V35s on the register
- Registration
- N205DB · registry record · serial D-8060
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 1,622-hour private pilot reported that his single-engine airplane was on a cross-country flight in cruise flight at an altitude of 3,500 feet when he heard a "metallic" noise followed by a loss of oil pressure, and oil spray on the windscreen. Shortly after, he observed smoke before the engine lost power. The pilot executed a forced landing to a state highway; however, just before touching down, a gust of wind pushed the airplane off the highway and it collided with a ditch and a fence. Examination of the engine revealed a hole in the engine case above the number 4 cylinder. Further examination revealed that the oil pressure line that was installed between an after-market oil pressure gauge and the engine had separated at the fitting where it attached to the engine. A review of the maintenance logbooks revealed that the oil pressure line was last replaced approximately 12 years earlier and had accrued approximately 412 hours at the time it failed. There was no entry in the logbook indicating when the new (and larger) oil pressure gauge had been installed.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,622 hours in all; 1,420 in this make and model; 12 in the last 90 days
- Last flight review: May 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,145.9 hours
- Last inspection: annual inspection, November 1, 2006
- Maximum gross weight: 3,550 lb
- Seats: 6
- Landing gear: retractable
- Engine: Teledyne Continental IO-520-BA (piston); 0 hours total
The flight
- Departed from: M65 Wynne AR at 6:20 pm
- Destination: 61AR Cotter AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 7 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 30°F (-1°C)
- Altimeter: 30.17 inHg
- Observation at 7:53 pm from BPK, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.