Beech A35 accident near Mazama, Washington, July 11, 2015
On July 11, 2015 at about 11:00 pm local time, a 1949 Beech A35, registered N8749A, was destroyed in an accident during enroute (cruise) near Mazama, Washington. It was a personal flight under general aviation rules (Part 91). 2 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The noninstrument-rated pilot’s decision to continue visual flight into instrument meteorological conditions, which resulted in his failure to maintain clearance from mountainous terrain.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 2015 · about 11:00 pm local time
- Place
- Mazama, Washington · map
- Type
- Accident
- Injuries
- 2 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A35, built 1949 · all A35s on the register
- Registration
- N8749A · no longer on the register · serial D-2171
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A review of recorded communications between the pilot and a flight service station revealed that, before the flight, the noninstrument-rated, private pilot received two formal weather briefings. Both briefings reported that visual flight rules (VFR) conditions existed at the departure and destination airports but included forecast weather conditions along the route of flight that called for areas of mountain obscuration and precipitation. During the first briefing, the pilot disclosed that he had recently acquired a new tablet and that he was still learning how to use it. He also acknowledged that he would not be able to fly instrument flight rules if it became necessary. The pilot postponed his departure after the first briefing, but he and two passengers departed for the cross-country personal flight under VFR about 2 hours after the second briefing. The surviving passenger reported that, about 1 1/2 hours into the flight, the cloud coverage increased and that the pilot started to descend the airplane to stay clear of clouds; however, the airplane entered a cloud. At that time, the other passenger was using the pilot's tablet to help him navigate the airplane, but she accidentally turned it off. Shortly after, the surviving passenger observed trees directly in front of the windshield. The pilot pulled back on the yoke to try and gain altitude, but the airplane impacted mountainous terrain at an elevation of about 5,255 ft mean sea level. The wreckage was confined to the impact area, and the damage was consistent with controlled flight into terrain. A postaccident examination of the airframe and engine revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. A review of satellite imagery indicated cloudy conditions over the accident location. Given the passenger's statement, the flight likely encountered instrument meteorological conditions, and the pilot was unable to see the mountainous terrain until seconds before the collision.
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
- VFR encounter with IMC during enroute (cruise)
- Loss of visual reference during enroute (cruise)
- Controlled flight into terrain or object (CFIT) during enroute (cruise) defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Below VFR minima › Effect on operation
- cause Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Clouds › Effect on operation
- cause Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Awareness of condition
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 242 hours in all; 0 in the last 90 days
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
Passenger
- Seat: left
- Injury: fatal
Passenger
- Seat: rgt
- Injury: serious injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,652 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: S27 Kalispell MT at 7:00 pm
- Destination: 38W Lynden WA
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 190° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 52°F (11°C)
- Altimeter: 29.73 inHg
- Observation at 10:53 pm from OMK, 47 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR15FA212.