Beech H35 accident near Marshall, Texas, July 6, 1998
On July 6, 1998 at about 2:25 am local time, a Beech H35, registered N5554D, was substantially damaged in an accident near Marshall, Texas (Harrison County airport). 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
The loss of engine power due to fuel starvation as a result of the improper position of the fuel selector. A factor was the pilot's lack of experience in this make and model of airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 1998 · about 2:25 am local time
- Place
- Marshall, Texas · Harrison County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech H35 · all H35s on the register
- Registration
- N5554D · registry record · serial D-5076
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain during a forced landing following a complete loss of engine power after takeoff. The pilot maneuvered the airplane back towards the runway, and during the descent, the airplane contacted a tree branch. The airplane came to rest upright, the pilot switched the fuel valve selector to the 'OFF' position, and exited the airplane. The pilot did not report the position of the fuel valve selector at the time the loss of engine power occurred. Examination of the airplane at the site revealed that the fuel selector switch was in 'OFF' position and the fuel quantity indicator switch was in the 'RIGHT MAIN FUEL TANK' position. The right wing fuel tank and both auxiliary fuel tanks were full of fuel. The left wing fuel tank contained minimal fuel. Additionally, the fuel line leading to the engine driven fuel pump was removed and observed to be dry. Fuel was manually pumped through the fuel line, the system appeared to operate normally and no leaks were found. Out of a total flight time of 800 hours, the pilot had 13 hours in the accident make and model.
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: 800 hours in all; 13 in this make and model; 39 in the last 90 days; 26 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,200 hours
- Last inspection: annual inspection, March 1, 1998; 4 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental O-470-G (piston); 0 hours total
The flight
- Departed from: GGG Longview TX at 11:45 pm
- Flight plan: none
- Runway 15, 5,000 ft by 100 ft
Weather at the time
- Light: dusk
- Wind: from 170° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
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.