Beech F35 accident near Mt. Sterling, Kentucky, February 23, 1996
On February 23, 1996 at about 9:10 pm local time, a Beech F35, registered N3850B, was substantially damaged in an accident near Mt. Sterling, Kentucky (Mt. Sterling airport). It was a business 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
a loss of engine power due to the failure of the number one piston. Related factors were the unsuitable terrain available for the forced landing, and the strong tailwind encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 23, 1996 · about 9:10 pm local time
- Place
- Mt. Sterling, Kentucky · Mt. Sterling · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F35 · all F35s on the register
- Registration
- N3850B · no longer on the register · serial 4120
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that during the preflight inspection, engine run up, takeoff ground roll, and initial climb out, he noted no evidence of an engine anomaly. As the airplane climbed through about 500 feet agl, the pilot turned the fuel boost pump off and adjusted the power settings to climb power, then he suddenly heard a loud clattering noise and felt a severe vibration. The pilot added power in an attempt to 'limp' back to the departure runway (runway 21,) but when he pushed the throttles forward, the engine noise and vibration got worse, then the engine lost power completely. He stated that he felt his only option was to land in the opposite direction on the runway (runway 3,) so he lowered the landing gear and executed a steep 'S' turn to align with the runway. The pilot stated that the airplane touched down on the last 1000 feet of runway, and he '...stood on the brakes...' but was unable to stop the airplane before the end of the runway. The airplane ran off the departure end of the runway, through a barbed wire fence and down an embankment, coming to a stop against scrub trees. The winds were reported from 220 degrees magnetic at 13 knots gusting to 20 knots. Postaccident examination revealed that the piston in the number one cylinder had failed.
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: single-engine land; instrument: airplane
- Flight time: 1,822 hours in all; 655 in this make and model; 24 in the last 90 days; 8 in the last 30 days; 1,498 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,807 hours
- Last inspection: annual inspection, February 9, 1996; 9 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: IOB at 2:00 pm
- Destination: MGY Dayton OH
- Flight plan: IFR
- Runway 3, 4,810 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 13 knots, gusting 20
- Visibility: 10 statute miles
- Sky: overcast at 12,000 ft; clear
- Temperature: 79°F (26°C), dew point 57°F (14°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.