Beech S35 accident near Rexburg, Idaho, November 30, 1992
On November 30, 1992 at about 1:51 am local time, a Beech S35, registered N8634Q, was destroyed in an accident near Rexburg, Idaho. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT IN COMMAND'S FAILURE TO MAINTAIN CLEARANCE WITH OBJECTS/TERRAIN. FACTORS CONTRIBUTING TO THE ACCIDENT WERE LOW CEILINGS, SNOW, DARK NIGHT CONDITIONS, TREES, IMPROPER PREFLIGHT PLANNING AND SELF INDUCED PRESSURE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 30, 1992 · about 1:51 am local time
- Place
- Rexburg, Idaho · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech S35 · all S35s on the register
- Registration
- N8634Q · no longer on the register · serial D-7654
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUMENT RATED PILOT FILED AN IFR FLIGHT PLAN AND WEATHER BRIEFED FOR A ROUND TRIP FLIGHT FROM PROVO, UTAH, TO REXBURG, IDAHO, AND RETURN. UPON ARRIVAL AT REXBURG THE PILOT'S SON (WHO DISEMBARKED WITH A SECOND PASSENGER) REQUESTED THAT HIS FATHER REMAIN OVERNIGHT. THE PILOT RESPONDED THAT THE PLANE WOULD BE TOO HARD TO START AND THAT HE HAD A CLASS TO TEACH IN THE MORNING. AFTER A BRIEF STOPOVER, THE AIRCRAFT DEPARTED REXBURG AND THERE WAS NO EVIDENCE THAT THE PILOT ACTIVATED HIS IFR FLIGHT PLAN FOR THE RETURN LEG. A CESSNA 310 WAS ON AN IFR APPROACH INTO REXBURG DURING THE TIME OF THE ACCIDENT. LOW CEILINGS AND SNOW WERE REPORTED AT THE REXBURG AIRPORT AND ACCIDENT SITE, AS WELL AS DARK NIGHT ENVIRONMENTAL CONDITIONS. THE AIRCRAFT IMPACTED TREES AT A POINT APPROXIMATELY 23 FEET ABOVE GROUND IN A WINGS LEVEL ATTITUDE. IT THEN IMPACTED THE GROUND SHEDDING APPROXIMATELY 8 INCHES OF PROPELLER TIP BEFORE BECOMING AIRBORNE AGAIN, WHEREUPON IT IMPACTED POWER LINES AND THEN TERRAIN WITH ITS ENGINE ULTIMATELY COMING TO REST 1324 FEET BEYOND THE TREE IMPACTS.
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; instrument: airplane
- Flight time: 626 hours in all; 11 in the last 90 days; 5 in the last 30 days; 560 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, March 19, 1992
- Maximum gross weight: 3,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BA3B (piston); 0 hours total
- Fire in flight and on the ground
- Operator: Springville Flying Club
The flight
- Destination: PVU Provo UT
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 150° at 5 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 900 ft; not recorded
- Temperature: 19°F (-7°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
- Observation at 1:56 am from IDA, 18 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.