Accident Overview
On October 7, 2025, at 1223 central daylight time, a Beech A35 airplane, registration N577B, was destroyed in an accident near Skidmore, Texas. The pilot, the sole occupant, sustained fatal injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
A doorbell camera recording from a nearby property captured the airplane descending toward the terrain. In the short video, the aircraft appeared intact, and the engine could be heard operating. The airplane came into view descending from left to right.
Pilot and Flight Information
The pilot held a private pilot certificate with a single-engine land airplane rating but did not possess an instrument rating. According to preliminary ADS-B data, the airplane departed runway 12 at Beeville Municipal Airport at 1219. After takeoff, it climbed to about 1,600 feet mean sea level and then entered a descending right turn that continued until impact. The final ADS-B position, recorded at 1223, was approximately 600 feet east of the initial impact point.
At the time of the accident, law enforcement reported numerous vehicle accidents on nearby roadways attributed to reduced visibility from heavy rain and storm activity.
Wreckage Examination
The wreckage was distributed along a path oriented approximately 280°. The main wreckage, consisting of the fuselage from the firewall to the empennage and the left wing, came to rest about 500 feet from the initial impact point. The engine was located about 1,200 feet from the initial impact. The right wing was fragmented, with pieces found between the initial impact and the main wreckage, including portions of flight control surfaces.
The left wing separated from the fuselage but came to rest beneath it; the wing remained continuous from root to tip, with the flap and aileron still attached. The forward fuselage was crushed, and the fuselage separated just aft of the baggage compartment bulkhead. The aft fuselage was bent forward of the empennage.
Flight control cable continuity was verified from the empennage to the cockpit controls, with no breaks observed. The aileron control system cables were intact. Both aileron control bellcranks exhibited breaks consistent with impact damage. No defects related to the primary flight control system were noted during the on-scene examination.
The engine separated from the airframe and was found 1,200 feet from the initial impact. The propeller flange was separated, and the accessory case was fractured. The induction and exhaust systems were detached. Manual rotation of the engine was possible using a pry bar on the exposed camshaft gear, though insufficient speed prevented compression verification. Valve action was confirmed at the No. 6 cylinder rocker arms, indicating crankshaft and camshaft continuity. Borescope inspection of all cylinders revealed no anomalies that would have precluded normal operation. Both magnetos were separated; one was broken and could not be functionally tested, while the other was not located.
The propeller hub and one blade were found during the on-scene examination; the blade remained in the hub and exhibited signatures consistent with engine power production at impact. The second blade, recovered later by the retrieval company, showed similar damage.