Beech B-35 accident near Newhall, California, March 28, 1992
On March 28, 1992 at about 11:30 pm local time, a Beech B-35, registered N8838A, was substantially damaged in an accident near Newhall, California. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER RUDDERVATOR BALANCING THAT RESULTED IN RUDDERVATOR FLUTTER. CONTRIBUTING TO THE ACCIDENT WAS INSUFFICIENT MAINTENANCE INFORMATION TO ASSURE THAT AD COMPLIANCE AND ELEVATOR BALANCING WAS PERFORMED, AND AN INADEQUATE ANNUAL INSPECTION PROCEDURE THAT ASSURED PROPER MAINTENANCE COMPLIANCE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 28, 1992 · about 11:30 pm local time
- Place
- Newhall, California
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B-35 · all B-35s on the register
- Registration
- N8838A · no longer on the register · serial D-2493
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING A CROSS COUNTRY FLIGHT, THE OWNER/PILOT AND AN INSTRUCTOR PILOT WERE DESCENDING THROUGH A HOLE IN AN OVERCAST AT 135 KNOTS. THE V-TAIL DESIGNED AIRPLANE SUDDENLY EXPERIENCED 4 VIOLENT PITCH OSCILLATIONS. THE INSTRUCTOR PILOT, WHO WAS FLYING THE AIRPLANE, REDUCED AIRSPEED AND LEVELED THE WINGS. THIS ACTION STOPPED THE PITCH OSCILLATIONS. A POST FLIGHT INSPECTION REVEALED DAMAGE TO THE REAR FUSELAGE BULKHEAD, WRINKLING OF THE EMPENNAGE SKIN AND LOSS OF PAINT. THE AIRPLANE DID NOT HAVE ANY PLACARDED AIRSPEED RESTRICTIONS OR A VERIFICATION OF PROPER WEIGHT AND BALANCE CALCULATIONS. THE OWNER DID NOT PROVIDE ANY DOCUMENTATION OF COMPLIANCE WITH THE AD, OR OF PROPER BALANCING OF THE LEFT RUDDERVATOR THAT HAD BEEN PREVIOUSLY EXCHANGED AND INSTALLED. THE MANUFACTURER REPORTED THAT THE EMPENNAGE DAMAGE WAS TYPICAL OF RUDDERVATOR FLUTTER.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 23,000 hours in all; 150 in this make and model; 180 in the last 90 days; 50 in the last 30 days; 22,800 as pilot in command; 18,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,045 hours
- Last inspection: annual inspection, April 1, 1991; 44 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-185-8 (piston); 0 hours total
The flight
- Departed from: PRB Paso Robles CA at 10:30 pm
- Destination: WHP Pacoima CA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: broken clouds at 5,000 ft; ovct
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.