Beech J35 accident near Newcastle, Oklahoma, November 7, 2002
On November 7, 2002 at about 3:45 pm local time, a Beech J35, registered N8355D, was destroyed in an accident near Newcastle, Oklahoma (Low Pass airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to fuel starvation. Contributing factors were the pilot's improper positioning of the fuel selector and the lack of suitable terrain for landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 2002 · about 3:45 pm local time
- Place
- Newcastle, Oklahoma · Low Pass · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech J35 · all J35s on the register
- Registration
- N8355D · no longer on the register · serial D-5502
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft impacted terrain during a forced landing following a loss of engine power during takeoff initial climb. The 37,000-hour pilot stated that he "looked over the airplane, sumped the fuel tanks and ran-up the engine." He stated that he selected the left main tank, as required by the operating handbook. The pilot further stated that everything was "normal" and he proceeded to takeoff. After takeoff, "the engine backfired a couple of times" and he banked the airplane around to the east to return to the airport. The pilot further reported that as the airplane continued around to the north, "the engine quit." An examination of the fuel system revealed that the left main fuel tank and both auxiliary fuel tanks contained fuel; however, the right main fuel tank was empty. The right main fuel tank had not been compromised. Further examination of the fuel system revealed that the fuel selector was selecting the right main tank, and the right sump area was taped.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 37,000 hours in all; 10,000 in this make and model; 25 in the last 90 days; 15 in the last 30 days; 37,000 as pilot in command; 10,000 on instruments
- Last flight review: January 9, 2003
- Medical certificate: Class 3 (expired)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 4,500 hours
- Last inspection: annual inspection, September 5, 2002; 20 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-C (piston); 0 hours total
The flight
- Departed from: 4OK4 Newcastle OK at 3:45 pm
- Destination: F29 Yukon OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 37°F (3°C)
- Altimeter: 30.20 inHg
- Observation at 1:52 pm from OKC, 7 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.