Beech 35 accident near Georgetown, South Carolina, September 22, 2018
On September 22, 2018 at about 7:15 pm local time, a 1966 Beech 35, registered N435RB, was substantially damaged in an accident during maneuvering near Georgetown, South Carolina (Georgetown Co. airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of directional control during landing due to overstress failure of the left seat’s left rudder pedal arm clevis, which occurred as a result of manufacturing defects.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 2018 · about 7:15 pm local time
- Place
- Georgetown, South Carolina · Georgetown Co. · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35 V35, built 1966 · all 35s on the register
- Registration
- N435RB · no longer on the register · serial D-8355
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While approaching the airport for landing during an instructional flight, the airplane entered an uncommanded yaw and roll to the right and began to pitch up. The flight instructor was able to maintain some control of the airplane by applying left rudder, left aileron, and forward elevator pressure, and trimming the airplane nose-down. The instructor noticed that the airplane’s right yaw increased as the airplane's speed decreased, and it became "impossible" to maintain alignment with the runway centerline. Upon touching down on the runway, the airplane immediately veered to the right about 90° and collided with trees, resulting in substantial damage to the firewall, fuselage, and both wings. Examination of the flight control system revealed that the left seat’s left rudder pedal arm clevis was fractured in multiple sections. Metallurgical examination identified cracks and voids created during the casting (manufacturing) process. The presence of these voids, cracks, and oxide layers reduced the cross-sectional area that could withstand the force applied over the pedal arm clevises. Once a high enough load input was applied to the pedal arm, the remaining material fractured in overstress. The separation of the pedal arm from the pushrod subsequently resulted in a failure of the rudder control system. Review of the airframe logbooks revealed that the rudder pedal arm was original to the airplane and had accrued a total of 6,203.62 flight hours.
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
- Flight control sys malf/fail during maneuvering defining event
- Loss of control on ground during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Flight control system › Rudder actuator › Failure
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 30,000 hours in all
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 60 hours in all; 2 in this make and model; 20 in the last 90 days; 8 in the last 30 days; 35 as pilot in command
- Last flight review: August 14, 2018
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 6,203.6 hours
- Last inspection: annual inspection, October 16, 2017; 159 hours since
- Seats: 6
- Landing gear: retractable
- Engine: Continental Motors Inc IO-520-BA2 (piston); 2,788 hours total
The flight
- Departed from: GGE Georgetown SC at 6:30 pm
- Destination: GGE Georgetown SC
- Flight plan: none
- Runway 11, 4,539 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.09 inHg
- Observation at 6:35 pm from GGE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on May 21, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Written Statement - CFI | PDF, 2 pages | View Download |
| 3 | Written Statement - Pilot Receiving Instruction | PDF, 1 page | View Download |
| 4 | Photos | PDF, 2 pages | View Download |
| 5 | Maintenace Records - Last Airplane Annual Inspection | PDF, 2 pages | View Download |
| 6 | Materials Laboratory Factual Report | PDF, 22 pages | View Download |
| 7 | Evidence Control Form (GPS and Logbooks) | PDF, 2 pages | View Download |
| 8 | NTSB Evidence Control Form - Rudder Assembly Parts | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.