Raytheon Aircraft Company G36 accident near Hoxie, Kansas, April 26, 2013
On April 26, 2013 at about 11:35 pm local time, a Raytheon Aircraft Company G36, registered N222GL, was substantially damaged in an accident during enroute (cruise) near Hoxie, Kansas. It was a business 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
The loss of engine power due to fuel starvation for reasons that could not be determined because a postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 2013 · about 11:35 pm local time
- Place
- Hoxie, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Raytheon Aircraft Company G36
- Registration
- N222GL · registry record · serial E-3763
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
When the airplane was en route to the destination airport, the engine began to run rough and lose power. The pilot attempted to restore engine power and turned toward the nearest airport. Unable to reach the airport, the pilot performed a forced landing to a field, and the airplane was substantially damaged during the off-field landing. About 60 gallons of fuel was drained from the airplane during its recovery. A review of the multi-function display data revealed normal engine operation from takeoff until about 1.5 hours into the flight, when the fuel flow decreased and the engine experienced a loss of engine power. An examination of the airframe and a subsequent engine run did not detect any preimpact anomalies. The reason for the reduction in fuel flow and the subsequent fuel starvation to the engine could not be determined.
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
- Unknown or undetermined during enroute (cruise)
- Loss of engine power (partial) during enroute (cruise) defining event
- Loss of engine power (total) during uncontrolled descent
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › (general) › Not specified
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,567 hours
- Last inspection: annual inspection, June 6, 2012; 396.9 hours since
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor IO-550-B (piston); 0 hours total
- Operator: Garmin International INC
The flight
- Departed from: KAPA Englewood CO at 10:05 pm
- Destination: KIXD Olathe KS
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 030° at 16 knots, gusting 21
- Visibility: 10 statute miles
- Sky: scat at 12,000 ft
- Temperature: 72°F (22°C), dew point 32°F (0°C)
- Altimeter: 30.06 inHg
- Observation at 11:35 pm from KCBK, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.