Beech A36 accident near Gaylord, Michigan, June 3, 1990
On June 3, 1990 at about 4:18 pm local time, a Beech A36, registered N3671B, was destroyed in an accident near Gaylord, Michigan (Otsego County airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S INADEQUATE AIRSPEED, WHILE MANEUVERING (TURNING) AFTER TAKEOFF, WHICH RESULTED IN A STALL/MUSH. FACTORS RELATED TO THE ACCIDENT WERE: THE PILOT'S IMPROPER PLANNING/DECISION, FAILURE TO MAINTAIN WEIGHT AND BALANCE LIMITS, AND ADVERSE WIND CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 1990 · about 4:18 pm local time
- Place
- Gaylord, Michigan · Otsego County · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N3671B · no longer on the register · serial E-1703
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER LNDG, THE PLT SEEMED CONCERNED ABOUT THE ACFT'S WT & ASKED THE ATTENDANT TO SVC THE FUEL TANKS THE BOTTOM OF THE TABS. AFTER LOADING WITH 3 PSGRS & BAGGAGE, HE TOOK OFF ON RWY 27. WINDS WERE RPRTD TO BE FM 260 DEG AT 20 GSTG 30 KTS; LOW LEVEL WIND SHEAR & TURBULENCE WERE RPRTD IN THE AREA. ACCORDING TO WITNESSES, THE ACFT SEEMED TO ACCELERATE SLOWLY &IT LIFTED OFF AFTER ROLLING ABOUT 1500 TO 2000 FT. THEY NOTED THAT IT WAS CLIMBING AT A SLOW RATE & TURNED LEFT (TO THE SOUTH, THEN EAST) AT 150 TO 200 FT AGL. ONE WITNESS NOTED THE ACFT'S NOSE WAS HIGHER THAN USUAL. ANOTHER RPRTD THE ACFTWAS 'STAGGERING: A SLOW PORPOISING MOTION NOT GAINING AIRSPEED.' THE ACFT THEN BANKED LEFT, DSCNDD & IMPACTED, RGT MAINGEAR 1ST ON A HDG OF 080 DEG. AFTER INPACT, FIRE ERUPTED, & THE ACFT SLID 105 FT & BURNED. NO PREIMPACT PART FAILURE OR MALFUNCTION WAS FND. THE ACFT WAS ESTD TO HAVE BEEN LOADED TO 3680 LBS WITH A CG OF 89.4 INCHES. THE CERT MAX GROSS WT WAS 3600 LBS; THE CG LIMITS WERE FROM 81.0 TO 87.7 INCHES.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 525 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
- Fire on the ground
- Operator: G M N Leasing
The flight
- Departed from: GLR at 4:18 pm
- Destination: PTK Pontiac MI
- Flight plan: IFR
- Runway 27, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 20 knots, gusting 30
- Visibility: 1 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 46°F (8°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 4:19 pm from GLR, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.