Beech 35-C33 accident near St. George, Utah, March 21, 2012
On March 21, 2012 at about 3:30 pm local time, a Beech 35-C33, registered N866P, was substantially damaged in an accident during enroute (cruise) near St. George, Utah. 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
The total loss of engine power due to the loose mixture control arm.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 2012 · about 3:30 pm local time
- Place
- St. George, Utah · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35-C33 · all 35-C33s on the register
- Registration
- N866P · registry record · serial CD-1023
- 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 in cruise flight, the engine’s exhaust gas temperature was hotter than normal and that the fuel flow was lower than normal. Suddenly, all engine power was lost and despite multiple attempts, he was unable to restart the engine. During the subsequent forced landing, the pilot landed the airplane gear up on a road. Postaccident examination of the engine revealed that the mixture control arm was loose on the control shaft and the nut that secured the control arm to the shaft was loose. The mixture control arm machined chamfer had formed splines and exhibited deformation and movement of material. The nut and control arm mating surfaces showed corresponding rub marks. It is likely that the loose mixture control arm and the vibration of the engine allowed for the mixture control shaft to rotate to an idle cut-off position, thus resulting in the loss of engine power. No evidence of any additional mechanical malfunctions was found during the engine examination.
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
- Loss of engine power (total) during enroute (cruise) defining event
- Landing gear not configured during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine controls › Mixture control › Failure
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,165 hours in all; 3,000 in this make and model; 15 in the last 90 days; 5 in the last 30 days; 3,955 as pilot in command
- Last flight review: September 8, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,862 hours
- Last inspection: annual inspection, October 19, 2011; 22 hours since
- Maximum gross weight: 3,050 lb
- Seats: 4
- Landing gear: retractable
- Engine: Cont Motor IO-470N (piston); 0 hours total
The flight
- Departed from: SGU St. George UT at 3:05 pm
- Destination: FFZ Mesa AZ
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 100 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.