Beech B35 accident near Orangeburg, South Carolina, June 10, 2023
On June 10, 2023 at about 2:21 pm local time, a 1950 Beech B35, registered N8725A, was destroyed in an accident during enroute near Orangeburg, South Carolina. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
A stuck No. 3 cylinder intake valve, which resulted in a partial loss of engine power and subsequent forced landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 2023 · about 2:21 pm local time
- Place
- Orangeburg, South Carolina · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B35, built 1950 · all B35s on the register
- Registration
- N8725A · registry record · serial D-2364
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the airplane was on a short cross-country flight in visual meteorological conditions and was receiving flight following services from air traffic control. About 20 minutes into the flight, while flying at an altitude of about 1,200 ft above the ground, the pilot advised the air traffic controller that there was a problem with the airplane’s engine. The controller called out the nearest airport to the pilot, which at that point was about 6 miles away and behind him. The pilot responded that the airplane would not be able to reach the airport, and no further transmissions were received from the pilot. The airplane subsequently impacted trees and terrain and a postimpact fire ensued. Postaccident examination of the wreckage revealed that the engine’s No. 3 cylinder intake pushrod was bent, but that the corresponding pushrod tube did not display evidence of any impact-related damage. The corresponding intake valve displayed a buildup of carbon deposits on the valve stem and both the intake and exhaust tappets for the No. 3 cylinder displayed abnormal wear. All of these signatures suggest that the No. 3 cylinder intake valve may have stuck open during the flight. With the valve stuck in an open position, the introduction of exhaust gases into the engine’s air intake system likely would have resulted in a reduction of engine power such that engine was no longer able to produce sufficient thrust to sustain level flight. Review of the airplane’s registration and maintenance records revealed that the pilot had purchased the airplane about 9 months before the accident. Shortly thereafter, while on a long cross-country flight, the airplane’s engine began leaking oil. Maintenance personnel subsequently inspected the airplane and identified numerous discrepancies with the engine related to the leaking oil, as well as leaking and deteriorated exhaust system components (though they did not specifically identify any issues related to the No. 3 cylinder or its intake valve). The records did not reflect that any of the identified discrepancies had been rectified or that the airplane had undergone any other inspections. It is possible that, had the airplane’s engine undergone more extensive inspection, troubleshooting, and repair, issues with the No. 3 intake valve could have been identified and addressed before the accident flight.
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
- Loss of engine power (partial) during enroute defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Malfunction
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 125 hours in all; 8 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 85 as pilot in command
- Last flight review: October 18, 2022
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,279.5 hours
- Last inspection: annual inspection, September 4, 2022
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E225-8 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 3J0 Hampton SC at 1:58 pm
- Destination: CUB Columbia SC
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 55°F (13°C)
- Altimeter: 29.95 inHg
- Observation at 10:53 am from KOGB, 8 miles away
Weather report (METAR): SA 10/06/2023 14:53-> METAR KOGB 101453Z AUTO 00000KT 10SM CLR 27/13 A2995 RMK AO2 SLP139 T02670128 50006=
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA23FA265.