Beech 35 accident near Morgantown, West Virginia, July 1, 2004
On July 1, 2004 at about 7:02 pm local time, a Beech 35, registered N5345E, was substantially damaged in an accident near Morgantown, West Virginia (Morgantown Municipal Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management, which resulted in fuel starvation and a subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 2004 · about 7:02 pm local time
- Place
- Morgantown, West Virginia · Morgantown Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35 · all 35s on the register
- Registration
- N5345E · no longer on the register · serial 05811
- 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 the right fuel tank full (approximately 17 gallons) and the left tank about half full. He flew for approximately 30 minutes with the right fuel tank selected, and landed at his destination airport. The pilot departed again with the right tank selected for the return flight. As the airplane reached the end of the runway, the engine began to sputter and then lost power. The pilot performed a forced landing to a field, during which the airplane impacted trees. The pilot reported that the airplane burned more fuel when the right tank was selected, since unused fuel from the engine is returned to the left fuel tank. The pilot stated that the cause of the accident was, "fuel starvation and simple pilot error." Examination of the airplane revealed the right fuel tank was ruptured, and the left fuel tank was approximately half full. The fuel lines from the fuel pump to the fuel injector, and the line from the fuel distributor to the cylinders contained no fuel. The fuel line from the fuel selector to the fuel pump contained residual fuel only. According to the Beechcraft BE-35 Pilot's Operating Handbook, "The pressure type carburetor returns about 3 gallons per hour of excess fuel to the left main cell regardless of the cell selected." The fuel burn rate depicted in the Performance section of the Handbook was approximately 9.5 gallons per hour.
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: 1,490 hours in all; 985 in this make and model; 8 in the last 90 days; 2 in the last 30 days; 1,490 as pilot in command
- Last flight review: May 15, 2004
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,730 hours
- Last inspection: annual inspection, November 12, 2003; 12 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
The flight
- Departed from: MGW Morgantown WV at 7:00 pm
- Destination: 2G9 Somerset PA
- Flight plan: none
- Runway 18, 5,199 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 59°F (15°C)
- Altimeter: 30.13 inHg
- Observation at 7:04 pm from MGW
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.