Beech M35 accident near Bellefonte, Pennsylvania, November 7, 2003
On November 7, 2003 at about 8:20 pm local time, a Beech M35, registered N9730R, was substantially damaged in an accident near Bellefonte, Pennsylvania (Bellefonte 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
A total loss of engine power during approach for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 2003 · about 8:20 pm local time
- Place
- Bellefonte, Pennsylvania · Bellefonte 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
- N9730R · no longer on the register · serial D-6204
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed with 70 gallons of fuel and flew approximately 1 hour and 30 minutes to his destination airport. While on an extended crosswind leg for the runway, the engine lost all power. The pilot discontinued the approach, and immediately turned toward a clearing. While gliding toward the clearing, the pilot attempted to restart the engine by verifying the mixture was rich, repositioning the fuel selector, verifying the electric fuel pump was on, and cycling the ignition key. The fuel selector was positioned to the right main fuel tank when the engine lost all power. The pilot attempted a restart with the fuel selector positioned to the right main fuel tank, and the left main fuel tank. However, the engine did not regain power. The airplane struck trees and came to rest prior to the clearing. Examination of the wreckage revealed fuel present in both main fuel tanks. A subsequent test-run of the engine was performed at a recovery facility. The engine started with no difficulty, and ran continuously at 1500 rpm.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,790 hours in all; 600 in this make and model; 250 in the last 90 days; 98 in the last 30 days; 4,945 as pilot in command
- Last flight review: November 4, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,608 hours
- Last inspection: annual inspection, March 16, 2003; 8 hours since
- Maximum gross weight: 3,150 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO 470-C (piston); 0 hours total
The flight
- Departed from: SHD Shenandoah VA at 6:45 pm
- Destination: N96 Bellefonte PA
- Flight plan: VFR
- Runway 25, 3,585 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 25°F (-4°C)
- Altimeter: 30.14 inHg
- Observation at 8:20 pm from UNV, 1 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.
Other NTSB records under N9730R the same tail number, which may have belonged to a different aircraft at the time
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.