Beech D35 accident near Driggs, Idaho, July 4, 1998
On July 4, 1998 at about 5:45 pm local time, a Beech D35, registered N3469B, was substantially damaged in an accident near Driggs, Idaho. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Excessive pressure in the fuel control unit. A foreign material/substance found on the fuel system screens 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 4, 1998 · about 5:45 pm local time
- Place
- Driggs, Idaho · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech D35 · all D35s on the register
- Registration
- N3469B · registry record · serial D-3695
- 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 preparing for landing, he turned on to the base leg and reset the mixture, propeller and throttle controls to full forward. At this time the engine experienced a complete loss of power. The pilot attempted to restart the engine with no success. Due to the low altitude, the pilot felt that he could not make it to the runway and opted to land on a dirt road. During the landing roll, the left wing collided with a fence post. Post-crash inspection of the engine found that the spark plugs for two of the cylinders were 'fouled,' and that the piston heads for these cylinders were black and displayed excessive carbon build-up. The fuel metering unit was bench tested. During the test, it was found that at the high RPM setting, both the fuel pump pressure and the fuel flow pressure were excessively out of limits. It was also noted that contamination that appeared to be 'rubber' or a 'gasket-like' material was found on the fuel control valve, and the manifold valve screens. This substance was also found under and around the seat area on the fuel pump. Large amounts of 'particles' were also found inside the pump return fitting.
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: 217 hours in all; 50 in this make and model; 14 in the last 90 days; 9 in the last 30 days; 129 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,453 hours
- Last inspection: annual inspection, April 24, 1998; 65 hours since
- Maximum gross weight: 2,725 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
The flight
- Departed from: PIH Pocatello ID at 6:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.