Beech 35-A33 accident near Big Bear City, California, September 5, 1999
On September 5, 1999 at about 9:30 pm local time, a Beech 35-A33, registered N849B, was substantially damaged in an accident near Big Bear City, California (Big Bear City 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 pilot's failure to follow the manufacturer's procedures to fully enrich the mixture, which induced an overly lean condition during full power application on the go-around and a resulting loss of power. The high density altitude weather condition was a factor in the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 1999 · about 9:30 pm local time
- Place
- Big Bear City, California · Big Bear City Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35-A33 · all 35-A33s on the register
- Registration
- N849B · no longer on the register · serial CD-362
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had the mixture leaned for cruise flight. After experiencing a sudden wind gust while landing that moved the airplane off the extended runway centerline, the pilot applied full power and performed a go-around. The pilot said the airplane had trouble climbing. About 600 to 700 feet agl, the engine sputtered, then quit completely. When the pilot slightly enriched the mixture, the engine power returned momentarily. He applied more mixture, but the engine didn't respond and lost all power. While attempting to land in an empty lot, the left wingtip collided with a series of power lines. The airplane came to rest in a field. The fuel level was found to be about 1/2 to 3/4 full in both wing tanks. An examination of the engine was conducted and no discrepancies were found. The recorded weather data listed the density altitude as 9,000 feet at the time of the accident. The POH for the airplane stated that for a rough running engine or loss of engine power, the pilot should fully enrich the mixture, and then lean as required.
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
- Flight time: 700 hours in all; 120 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 620 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,200 hours
- Last inspection: annual inspection, November 7, 1998; 80 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-K (piston); 0 hours total
The flight
- Departed from: TOA Torrance CA at 8:50 pm
- Destination: L35
- Flight plan: none
- Runway 8, 5,850 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 9:25 pm from L35, 2 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.