Beech A36TC accident near Moorehead, Minnesota, September 9, 2000
On September 9, 2000 at about 7:00 pm local time, a Beech A36TC, registered N3683D, was substantially damaged in an accident near Moorehead, Minnesota (Moorhead Municipal Arpt airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilots failure to abort the takeoff and the airplane not attaining a proper climb rate for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 9, 2000 · about 7:00 pm local time
- Place
- Moorehead, Minnesota · Moorhead Municipal Arpt · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36TC · all A36TCs on the register
- Registration
- N3683D · no longer on the register · serial EA-112
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a road after takeoff. Witnesses reported that the aircraft became airborne just before reaching the end of the 4,000 foot long runway and only achieved an altitude of a few feet. The airplane settled back to the ground and then impacted a road before coming to rest in a farm field. No anomalies were found with respect to the airframe. A teardown inspection of the engine and its accessories failed to reveal any anomalies that would have prevented normal engine operation. The pilot said that he recalled the start of the takeoff but had, "... no further memory of the event due to injury." The takeoff was made on runway 12 and the reported weather was: Wind 190 degrees magnetic at 15 knots gusting to 21 knots; Visibility 10 statute miles; Sky condition clear; Temperature 29 degrees Celsius; Dewpoint 16 degrees Celsius; Altimeter setting 29.32 inches of Mercury. According to the aircraft performance charts, the reported weather, and a maximum gross weight of 3,650 pounds, the takeoff ground roll should have been about 1,500 feet.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 495 hours in all; 400 in this make and model; 63 in the last 90 days; 48 in the last 30 days; 400 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,369 hours
- Last inspection: annual inspection, January 26, 2000; 146 hours since
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-UB (piston); 0 hours total
The flight
- Departed from: JKJ at 9:00 pm
- Destination: Saint Paul MN
- Flight plan: none
- Runway 12, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 15 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 183°F (84°C), dew point 142°F (61°C)
- Altimeter: 29.00 inHg
- Observation at 6:55 pm from JKJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.