Beech M35 accident near Estancia, New Mexico, November 21, 1995
On November 21, 1995 at about 2:56 pm local time, a Beech M35, registered N9886R, was substantially damaged in an accident near Estancia, New Mexico. It was a business flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
improper maintenance and inspection of the engine, ingestion of an air intake bypass door into the engine intake, detonation (or preignition), and failure of the #1 and #2 piston and connecting rod assemblies. A factor relating to the accident was: the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 21, 1995 · about 2:56 pm local time
- Place
- Estancia, New Mexico · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech M35 · all M35s on the register
- Registration
- N9886R · no longer on the register · serial D-6457
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While cruising at 9,500 feet MSL, the pilot noticed 'vibrations' accompanied by a 'slight' loss of power. He then 'heard a loud noise,' observed smoke, and the engine lost 'all power.' Subsequently, the airplane collided with trees during a forced landing on wooded/mountainous terrain. Engine examination revealed the following: A hole, 3 inches in diameter, was found adjacent to the #1 cylinder's attachment point on the right side of the crankcase. Debris from the #1 and #2 pistons and the #1 and #2 connecting rods was found throughout the interior of the crankcase. According to an FAA inspector's report, 'Cylinders 1 and 2 evidenced a catastrophic failure similar to that caused by detonation from uneven fuel distribution.' The rear crankcase journals were dry and displayed thermal damage. The interior of the crankcase and rear section of the crankshaft displayed impact damage associated with internal engine component failures. Part of an air intake bypass door from the throttle body air intake was found lodged in the intake port of the #6 cylinder. Examination of the throttle body revealed that a replacement air intake door had been installed, but maintenance records did not reveal service performed on (or a replacement of) the bypass door.
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: 2,513 hours in all; 2,113 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,888 hours
- Last inspection: annual inspection, July 2, 1995; 32 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-C (piston); 0 hours total
The flight
- Departed from: ABQ Albuquerque NM at 2:45 pm
- Destination: CNM Carlsbad NM
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 60 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.