Beech F33A accident near Monroe, Louisiana, June 27, 1997
On June 27, 1997 at about 10:25 pm local time, a Beech F33A, registered N234PM, was substantially damaged in an accident near Monroe, Louisiana. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
an electrical short, which burned a hole in a fuel line, and subsequent fire from the burning fuel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 1997 · about 10:25 pm local time
- Place
- Monroe, Louisiana · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F33A · all F33As on the register
- Registration
- N234PM · registry record · serial CE-964
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he had 'picked up' his airplane that morning after an annual inspection. He reported that he flew home to Delhi for a short stop, then proceeded to the Monroe Airport for some avionics repairs. After the work was completed, he departed for Delhi. During departure, at about 2000 ft agl and 5 miles from the departure airport, the pilot 'detected an odor similar to an electrical burnout.' He stated that he detected no onboard problems and decided the smell was coming from outside. He reported that approximately 45 seconds later, a flame ignited from behind the fuel selector valve. He stated that he 'immediately did a 180 degree turn and attempted to get Monroe approach on the radio,' but the radios were inoperable. The pilot reported that on short final approach for landing, 'I opened the passenger door and fortunately this snuffed out the flame.' After landing, maintenance personnel found two loose wires next to a hole in the fuel line and 'gasoline was running out of the fuselage onto the ramp.' The carry through spar had to be replaced due to thermal damage.
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: 1,561 hours in all; 741 in this make and model; 4 in the last 90 days; 1,561 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,562 hours
- Last inspection: annual inspection, June 27, 1997; 1 hours since
- Maximum gross weight: 3,400 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520-BB16 (piston); 0 hours total
The flight
- Departed from: MLU
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: not recorded; scat at 4,000 ft
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
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 N234PM 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.