Raytheon Aircraft Company A36 accident near Blanket, Texas, April 30, 2022
On April 30, 2022 at about 6:00 pm local time, a 1998 Raytheon Aircraft Company A36, registered N47JB, was substantially damaged in an accident during enroute (descent) near Blanket, Texas. 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 pilot’s failure to properly manage fuel while enroute, which resulted in a loss of engine power due to fuel starvation and a subsequent forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 30, 2022 · about 6:00 pm local time
- Place
- Blanket, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Raytheon Aircraft Company A36 NO SERIES, built 1998
- Registration
- N47JB · registry record · serial E3207
- 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 he departed with “just over half a tank of fuel in each tank,” which matched the indications on the fuel gauges. He reported that he decided not to “top off” the fuel tanks for the flight of about one hour and twenty-minutes as he had about 40 gallons of fuel on board. The pilot reported that the takeoff and en route portions of the flight were normal. As the airplane descended to 6,000 ft above mean seal level, and with the destination airport in sight, the engine lost power. The pilot “immediately pulled the yoke back to best glide,” selected a grass field for the landing, and began the engine out checklist. The pilot reported that he switched fuel tanks during the engine out procedure. After he completed the checklist twice, with no success at restarting the engine, he maneuvered the airplane and performed a forced landing to a field. During the forced landing, the nose gear collapsed, and the right wing sustained substantial damage. During a postaccident examination, no fuel was found in the right fuel tank and about 5.5 gallons of fuel was found in the left fuel tank (per the airframe manufacturer, 3 gallons in each fuel tank is classified as unusable). Both fuel tanks were found intact, along with the airframe and engine fuel lines. Both fuel tank caps appeared normal and were found installed properly. There was no evidence of a fuel leak or spillage on the airframe or at the accident site. There were no odors of fuel at the accident site. The fuel tank selector was found at the right fuel tank position. The fuel line to the fuel pressure regulator and the fuel injection distribution manifold was opened and there was no visible fuel found in the line. The investigation could not determine the amount of fuel onboard before the accident flight. Based on the available evidence, it is likely the engine lost power due to the low level of fuel available in the right fuel tank due to the pilot’s improper fuel management.
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
- Preflight or dispatch event during prior to flight
- Loss of engine power (total) during enroute (descent)
- Off-field or emergency landing during enroute (descent)
- Landing gear collapse during landing (flare/touchdown)
- Fuel starvation during enroute (descent) defining event
The NTSB's findings
- Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 446 hours in all; 283 in this make and model; 12 in the last 90 days; 7 in the last 30 days; 446 as pilot in command
- Last flight review: July 8, 2020
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,630 hours
- Last inspection: annual inspection, October 13, 2021
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental Motors IO-550-B (piston); 1,630 hours total
The flight
- Departed from: GVT Greenville TX at 4:30 pm
- Destination: BWD Brownwood TX
- Flight plan: VFR then IFR
Weather at the time
- Light: daylight
- Wind: from 360° at 11 knots, gusting 14
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 34°F (1°C)
- Altimeter: 29.95 inHg
- Observation at 12:55 pm from KBWD, 8 miles away
Weather report (METAR): KBWD 301755Z AUTO 36011G14KT 340V070 9SM CLR 27/01 A2995 RMK AO1
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on November 8, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photographs | PDF, 6 pages | View Download |
| 3 | Various Statements | PDF, 12 pages | View Download |
| 4 | Flight Planning and Airplane Information | PDF, 15 pages | View Download |
| 5 | Maintenance Records | PDF, 9 pages | View Download |
| 6 | NTSB Party Member Form - Textron Aviation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.