Beech K35 accident near Philadelphia, Mississippi, July 26, 2010
On July 26, 2010 at about 6:20 pm local time, a Beech K35, registered N6035E, was substantially damaged in an accident during landing (landing roll) near Philadelphia, Mississippi (Barrett Field). 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
A throttle control malfunction during landing for undetermined reasons, resulting in a runway overrun.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2010 · about 6:20 pm local time
- Place
- Philadelphia, Mississippi · Barrett Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech K35 · all K35s on the register
- Registration
- N6035E · no longer on the register · serial D-5997
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the airplane touched down on the first third of the 4,000-foot-long asphalt runway. After touchdown he was unable to move the throttle control forward or back. He applied brake pressure; however, the airplane departed the end of the runway and struck a moving vehicle before stopping upright on a road. Postaccident examination of the airframe and engine, which included the throttle control, did not reveal evidence of mechanical malfunctions. There were no known witnesses to the landing and the airplane's touchdown point on the runway could not be determined. The reason for the throttle malfunction could not be determined.
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
What happened, in order
- Powerplant sys/comp malf/fail during landing (landing roll) defining event
- Runway excursion during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine controls › Power lever › Malfunction
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 10,352 hours in all; 51 in this make and model; 180 in the last 90 days; 48 in the last 30 days; 8,136 as pilot in command
- Last flight review: April 7, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,516 hours
- Last inspection: annual inspection, April 14, 2010; 35 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: retractable
- Engine: Cont Motor IO-470C (piston); 0 hours total
The flight
- Departed from: M40 Monroe MS at 5:40 pm
- Destination: MS96 Philadelphia MS
- Flight plan: none
- Runway 06, 4,000 ft by 70 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 72°F (22°C)
- Altimeter: 30.06 inHg
- Observation at 5:56 pm from NMM, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.