Beech 35-C33 accident near Tulsa, Oklahoma, November 10, 1998
On November 10, 1998 at about 7:45 pm local time, a Beech 35-C33, registered N24TH, was substantially damaged in an accident near Tulsa, Oklahoma. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to detonation for undetermined reasons. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 10, 1998 · about 7:45 pm local time
- Place
- Tulsa, Oklahoma · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35-C33 · all 35-C33s on the register
- Registration
- N24TH · no longer on the register · serial CD-911
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft's engine lost power due to severe detonation shortly after takeoff. During the ensuing forced landing on a road, the airplane collided with trees and the road median. The pilot stated that he had leaned the mixture during climb to 30 gallons per hour because the fuel flow gauge was indicating 'red line of about 35 gallons per hour.' During the climb, the engine RPM started to 'over speed.' The pilot stated that he attempted to reduce engine RPM with the propeller control then subsequently with the throttle; however, the engine 'quit.' Examination of the engine revealed that all of the cylinders showed signs of severe overheating and characteristics of lean mixture operation and detonation. According to the performance charts, the fuel flow should have been set to approximately 20.5 gallons per hour. The complete engine fuel system was bench checked revealing no anomalies that would have prevented normal operation of the engine. Post-accident testing of the fuel flow gauge revealed that the gauge operated correctly and indicated fuel flow properly.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,400 hours in all; 200 in this make and model; 46 in the last 90 days; 15 in the last 30 days; 3,025 as pilot in command; 753 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, October 11, 1998; 15 hours since
- Maximum gross weight: 3,050 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
The flight
- Departed from: RVS OK at 7:30 pm
- Destination: MKC Kansas City KS
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 12 knots, gusting 17
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 6:53 pm from RVS, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.