Beech M35 accident near Carter, Oklahoma, October 2, 1998
On October 2, 1998 at about 7:30 pm local time, a Beech M35, registered N9838R, was substantially damaged in an accident near Carter, Oklahoma (Clinton-Shermon 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
Fuel starvation. Factors were; the pilot's self induced pressure to fly the aircraft when maintenance had not been completed, poor judgement by the pilot to commence and continue flight with known deficiencies in the aircraft, and 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
- October 2, 1998 · about 7:30 pm local time
- Place
- Carter, Oklahoma · Clinton-Shermon Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech M35 · all M35s on the register
- Registration
- N9838R · no longer on the register · serial D-6386
- 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 following a forced landing resulting from a loss of engine power while in cruise flight. The airplane underwent 'extensive' modification and repair for five to six months prior to the flight. Several maintenance personnel, who were working on the airplane the morning of the accident, stated that the pilot wanted the airplane back, even though he was told that maintenance was not complete. Also, one maintenance person reported that the pilot said, 'no matter what, I'm pulling this airplane out and flying to Albuquerque.' After about 30 minutes of flight, the engine 'quit.' The left wing tank fuel quantity gauge indicated '3/4 full.' The pilot then switched the fuel tank selector switch from the left main wing tank to the right main wing tank and attempted to restart the engine, but was unsuccessful. He then tried to restart the engine with the auxiliary tank selected, but was unsuccessful. A forced landing was executed to a paved, country road. The airplane veered to the right into a ditch, subsequently the right wing dug into the ground and turned the airplane 180 degrees into a ditch.
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: 479 hours in all; 11 in this make and model; 26 in the last 90 days; 1 in the last 30 days; 479 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,875 hours
- Last inspection: annual inspection, September 1, 1998; 1 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: CLK Clinton OK at 7:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 120° at 6 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 3,400 ft; scat at 200 ft
- Temperature: 64°F (18°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 5:53 pm from CSM, 17 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.
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.