Beech F35 accident near San Carlos, California, October 27, 2007
On October 27, 2007 at about 5:30 pm local time, a Beech F35, registered N5050B, was substantially damaged in an accident near San Carlos, California. It was a personal 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
A total loss of engine power for undetermined reasons. Contributing to the accident was the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 27, 2007 · about 5:30 pm local time
- Place
- San Carlos, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F35 · all F35s on the register
- Registration
- N5050B · no longer on the register · serial D-4318
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After leveling off at 1,000 feet over a salt water bay for the short repositioning flight, the engine lost power. Attempts by the pilot to restart the engine proved unsuccessful, prompting him to ditch the airplane in the salt water bay. The airplane was recovered from the salt water environment about 24 hours after the ditching. The engine subsequently underwent two examinations, the first of which resulted in the engine running for a period of 5 seconds before losing power. A second later attempted test run was unsuccessful due to the effects of the extensive degree of salt water contamination and corrosion. A visual inspection of the engine failed to reveal any anomalies that would have precluded normal operation. The airplane had just come out of its most recent annual inspection the day prior to the accident, and maintenance records indicated the engine had accumulated 60.20 hours since its most recent overhaul. The pilot reported that prior to takeoff the fuel selector was positioned on the left main tank, and that 60 to 65 gallons of fuel was on board.
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: 1,150 hours in all; 200 in this make and model; 1 in the last 90 days; 1 in the last 30 days; 1,150 as pilot in command
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,307 hours
- Last inspection: annual inspection, October 1, 2007; 1 hours since
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Teledyne Continental E-225 (piston); 0 hours total
The flight
- Departed from: SQL San Carlos CA at 5:20 pm
- Destination: HYD Hayward CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 350° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 15,000 ft
- Temperature: 63°F (17°C), dew point 52°F (11°C)
- Altimeter: 30.10 inHg
- Observation at 6:35 pm from SQL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.