Beech V35B accident near Deer Park, Texas, August 7, 1996
On August 7, 1996 at about 2:46 am local time, a Beech V35B, registered N6054Q, was destroyed in an accident near Deer Park, Texas. 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
loss of engine power for undetermined reason(s). Factors relating to the accident were: darkness, and obstructions in the emergency landing area (transmission lines and poles).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 1996 · about 2:46 am local time
- Place
- Deer Park, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech V35B · all V35Bs on the register
- Registration
- N6054Q · no longer on the register · serial D-10237
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an en route descent at night to the destination airport, the airplane's engine lost power. Subsequently, during a forced landing, the airplane impacted powerlines and poles, then it crashed, and a fire erupted. Witnesses reported that engine 'noise was not heard.' The pilot reported that he had one tank showing rubber particles in the fuel each time he drained fuel, but the other fuel cell (replaced in January 1995) did not bleed rubber through the sump. The postimpact fire destroyed the fuel tanks and lines. The main fuel screen of the fuel contol unit was clear of debris, and fuel was found in the fuel control unit and the fuel pump. One propeller blade had marks consistent with the powerline cable diameter. Flight control continuity was confirmed by tracing the airplane control cables. Maintenance records did not reveal any open discrepancy. During a postaccident engine test run, the engine performed within the manufacturer's specifications.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,400 hours in all; 1,400 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,275 hours
- Last inspection: annual inspection, May 16, 1996
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 4R2 Austin TX
- Destination: EFD Houston TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 140° at 5 knots
- Visibility: 15 statute miles
- Sky: not recorded
- Temperature: 79°F (26°C), dew point 77°F (25°C)
- Altimeter: 30.00 inHg
- Observation at 2:52 am from HOU, 5 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.
Other NTSB records under N6054Q the same tail number, which may have belonged to a different aircraft at the time
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.