Beech V35A accident near Chimacum, Washington, August 14, 1995
On August 14, 1995 at about 3:20 am local time, a Beech V35A, registered N8469N, was substantially damaged in an accident near Chimacum, Washington. It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the improper top overhaul of the engine and subsequent release of the cylinder hold-down nuts/breakage of hold-down and through-bolts. Factors contributing to the accident were the fence posts and rough/uneven terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 1995 · about 3:20 am local time
- Place
- Chimacum, Washington · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech V35A · all V35As on the register
- Registration
- N8469N · no longer on the register · serial D-8802
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During flight the pilot encountered an engine vibration, and shortly thereafter oil began appearing on the windscreen. While maneuvering toward suitable terrain the #2 cylinder departed the aircraft. A forced landing was made to a field. The aircraft impacted several fence posts, and the landing gear collapsed as it traversed rough/uneven terrain. Engine records documented a top overhaul of the engine approximately 172 hours before, during which the cylinders were removed and replaced. Metallurgical examination revealed that several cylinder hold-down nuts had backed off their bolts, or the bolts had separated in fatigue, allowing the cylinder to break free of the engine case. The mechanic reported using a silicone sealant between the cylinders and their respective engine case halves. Application of the uncalled-for sealant between the cylinders and case halves could result in a reduction or elimination of the preload torque applied to the through-bolts and hold-down studs.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,310 hours in all; 1,200 in this make and model; 22 in the last 90 days; 6 in the last 30 days; 1,168 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,292 hours
- Last inspection: annual inspection, April 21, 1995; 26 hours since
- Maximum gross weight: 3,600 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520-B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: OLM Olympia WA at 2:55 am
- Destination: 0S9 Port Townsend WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 6 knots
- Visibility: 7 statute miles
- Sky: scat at 2,000 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 2:55 am from NUW, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.