Beech B36TC accident near Uniondale, Indiana, September 2, 2003
On September 2, 2003 at about 1:02 am local time, a Beech B36TC, registered N8018J, was destroyed in an accident near Uniondale, Indiana (Fort Wayne International airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed, 1 person was seriously injured and 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inaccurate preflight planning which resulted in an inadequate fuel supply and subsequent fuel exhaustion. Factors associated with the accident were the low ceiling, dark night conditions, and the utility pole which the airplane contacted during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2003 · about 1:02 am local time
- Place
- Uniondale, Indiana · Fort Wayne International · map
- Type
- Accident
- Injuries
- 3 people were killed, 1 person was seriously injured and 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech B36TC · all B36TCs on the register
- Registration
- N8018J · no longer on the register · serial EA-510
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a utility pole and the terrain following a loss of engine power while being vectored for an ILS approach. The pilot diverted to an airport that had an ILS approach during the flight because of deteriorated weather. The pilot stated that during the approach the airplane did not seem to be descending so he disconnected the autopilot and subsequently executed a missed approach. The pilot reported that upon reaching 2,600 feet msl during the missed approach, he leaned the engine using turbo inlet temperature. The pilot reported the engine began to sputter so he pushed the mixture to rich, adjusted the throttle, and switched the boost pump to LOW, but the engine continued to sputter. He switched the boost pump to HI and the sputtering stopped momentarily before starting again. The pilot informed ATC that he was having a fuel problem and he needed to land "ASAP." The approach controller issued a vector to turn N8018J onto the approach. The pilot stated he switched the fuel selector to the left tank position and he attempted to restart the engine to no avail. The pilot reported that during the emergency descent all of the airplane lights went out except for the GPS and EFIS which had independent lighting systems. The airplane impacted the utility pole and slid across a county road before coming to rest. A post impact fire and explosion ensued. Usable fuel capacity for the airplane is 102 gallons. The fuel tanks were last topped off on August 1, 2003, and there was an addition total of 151.7 gallons added since that time. This resulted in the airplane having had 253.7 gallons of usable fuel on board since August 1, 2003. The airplane was flown 12.1 hours with 8 takeoffs since it was topped off. The pilot stated the fuel burn ranged from 12 to 30 gallons per hour with an average of 18 to 19 gallons per hour. According to Beechcraft, an additional 4 gallons of fuel would be used for each taxi, takeoff, and climb sequence. A fuel burn of 18 gallons per hour, would have resulted in the airplane using 249.8 gallons (217.8 gallons plus 32 gallons) of fuel during the 12.1 hours of flight time. A fuel burn of 19 gallons per hour would have resulted in 261.9 gallons (229.9 gallons plus 32 gallons) being used. Inspection of the engine revealed only residual fuel was present in the fuel manifold and in the fuel metering unit. There was no fuel present in any of the fuel lines or in the fuel pump. Regulation 49 CFR Part 91.167 states no person may operate a civil aircraft in IFR conditions unless it carries enough fuel to complete the flight to the first airport of intended landing, fly from that airport to the alternate airport, and fly thereafter for 45 minutes at normal cruise.
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; instrument: airplane
- Flight time: 836 hours in all; 59 in this make and model; 48 in the last 90 days; 14 in the last 30 days; 667 as pilot in command
- Last flight review: March 9, 2003
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 1,548.6 hours
- Last inspection: annual inspection, December 17, 2002; 1,477.5 hours since
- Maximum gross weight: 3,850 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-UB4F (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: N98 Boyne City MI at 11:12 pm
- Destination: SMD Ft. Wayne IN
- Runway 05, 12,000 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 080° at 11 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 300 ft
- Temperature: 63°F (17°C), dew point 63°F (17°C)
- Altimeter: 30.05 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 | 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.