Beech A35 accident near Freeland, Washington, July 18, 2003
On July 18, 2003, a Beech A35, registered N8598A, was substantially damaged in an accident near Freeland, Washington. It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partially blocked fuel injector which led to an over temperature condition in the cylinders resulting in a loss of engine power during cruise flight. Sandy terrain conditions for the landing was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 2003
- Place
- Freeland, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A35 · all A35s on the register
- Registration
- N8598A · no longer on the register · serial D-2036
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while in cruise flight, he noted a minor shaking. The pilot performed a magneto check, enrichened the mixture, and switched fuel tanks. The shaking continued as the pilot noted a rise in oil temperature. The engine subsequently lost power and the pilot initiated a forced landing to a beach. The aircraft was substantially damaged during the gear up landing. During a post accident inspection of the engine it was found that the number three cylinder would not hold compression. The cylinder was removed and it was found that the piston head displayed severe pitting, heat distress and metal transfer from the piston to the cylinder wall. Portions of the piston were broken off as well as portions of the piston rings. The number five cylinder was also removed which displayed similar damage to the piston head, however not as severe. A fuel flow test of the fuel injectors found that the number three injector indicated a decreased fuel flow as compared to the other five.
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: multi-engine land; multi-engine sea; single-engine land
- Flight time: 12,500 hours in all; 3,500 in this make and model; 45 in the last 90 days; 25 in the last 30 days
- Last flight review: April 3, 2003
- Medical certificate: None (expired)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,133 hours
- Last inspection: annual inspection, January 1, 2003; 50 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-L (piston); 0 hours total
The flight
- Departed from: S36 Kent WA
- Destination: ORS Eastsound WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 48°F (9°C)
- Altimeter: 30.13 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.