Beech V35B accident near Oljato, Utah, July 7, 2011
On July 7, 2011 at about 10:00 pm local time, a Beech V35B, registered N1735W, was substantially damaged in an accident during approach (VFR go-around) near Oljato, Utah (Oljato airport). 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
The pilot’s failure to follow the airplane manufacturer’s mixture setting guidance while landing in high density altitude conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2011 · about 10:00 pm local time
- Place
- Oljato, Utah · Oljato · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech V35B · all V35Bs on the register
- Registration
- N1735W · no longer on the register · serial D-9402
- 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 the airplane was on short final approach with the landing gear down when he noted that he was mistakenly attempting to land at an abandoned airport that was not suitable for landing but was near his planned destination. He initiated a go-around; however, the airplane did not climb and subsequently stalled about 5 feet above ground level and collided with the terrain. The pilot stated that he had the mixture in the full rich position. He stated his belief that the engine did not respond to the request for power as the mixture was too rich for the high density altitude (8,000 feet). The manufacturer’s guidance advises pilots to set the mixture control to the full rich position, or as required by field elevation. If the mixture had been appropriately set for the high density altitude conditions, the engine likely would have had adequate power for a successful go-around.
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
What happened, in order
- Controlled flight into terrain or object (CFIT) during approach (VFR go-around) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Delayed action › Pilot
- cause Aircraft › Aircraft power plant › Engine controls › Mixture control › Incorrect use/operation
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High density altitude › Effect on operation
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 800 hours in all; 598 in this make and model; 45 in the last 90 days; 20 in the last 30 days; 720 as pilot in command
- Last flight review: December 18, 2010
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,300 hours
- Last inspection: annual inspection, February 28, 2011
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Cont Motor IO 520 SERIES (piston); 0 hours total
- Operator: Adaptive Aero INC
The flight
- Departed from: P23 Seligman AZ at 9:00 pm
- Destination: UT25 Monument Valley UT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 290° at 9 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 97°F (36°C), dew point 46°F (8°C)
- Altimeter: 29.97 inHg
- Observation at 9:53 pm from KPGA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.