Beech F35 accident near Richards, Missouri, July 28, 1997
On July 28, 1997 at about 2:37 pm local time, a Beech F35, registered N3835B, was destroyed in an accident near Richards, Missouri. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
The pilot's continued flight into adverse weather and the loss of aircraft control which resulted in the aircraft exceeding its design stress limits. Factors were the pilot's failure to obtain a weather briefing and the adverse weather.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 1997 · about 2:37 pm local time
- Place
- Richards, Missouri · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- conditions the NTSB did not record
- Aircraft
- Beech F35 · all F35s on the register
- Registration
- N3835B · no longer on the register · serial D-4106
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The left wing separated as the noninstrument-rated private pilot penetrated thunderstorms. The flight originated from the Sundance Airport, Oklahoma City, Oklahoma, about 0800, en route to Oshkosh, Wisconsin, with a planned fuel stop at Trenton, Missouri. Weather radar data and radar ground track showed the airplane proceeding to the northeast and initially outside of precipitation and in visual meteorological conditions. About the time the airplane made an initial deviation towards the south, the radar data indicated that it was in the vicinity of an area of convection. The airplane flew south until it was clear of the first shower/thunderstorm and then turned toward the northeast to resume course. The radar data indicated that shortly after resuming the northeast track, the airplane penetrated a VIP level three or four developing thunderstorm and remained in the cell until ground impact. Local residents near the accident site reported that there were thunderstorms and heavy rain in the area around the time of the accident. According to FAA records, there were no weather briefings given to the pilot. The pilot had a total of 1.9 hours simulated instrument time recorded in his pilot logbook.
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
- Flight time: 424 hours in all; 142 in this make and model; 15 in the last 90 days; 2 in the last 30 days; 389 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,593 hours
- Last inspection: annual inspection, September 13, 1996; 97 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
The flight
- Departed from: HSD Oklahoma City OK at 1:00 pm
- Destination: TRX Trenton MO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 10 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 2,200 ft; not recorded
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 2:35 pm from CNU, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.