Beech A36 accident near Vernal, Utah, January 2, 1983
On January 2, 1983 at about 10:30 pm local time, a Beech A36, registered N6732B, was substantially damaged in an accident near Vernal, Utah (Vernal Muni. airport). It was a business 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 2, 1983 · about 10:30 pm local time
- Place
- Vernal, Utah · Vernal Muni. · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N6732B · no longer on the register · serial E1644
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT MADE AN EMERGENCY OFF-AIRPORT WHEELS-UP LANDING SHORTLY AFTER TAKEOFF. THE PILOT SAID ALL OF THE PRE-FLIGHT, BEFORE TAKEOFF AND TAKEOFF CHECKS WERE NORMAL. SHORTLY AFTER TAKEOFF, THE AIRCRAFT STARTED TO LOSE AIRSPEED.ALL CONTROLS WERE CHECKED AS THE NOSE WAS LOWERED TO MAINTAIN AIRSPEED. THE PILOT LATER SAID HE DID NOT CHECK OR DOES NOT REMEMBER WHAT THE FUEL FLOW OR MANIFOLD PRESSURE WERE. NO MENTION WAS MADE OF RPM OR CARBURETOR HEAT AT ANY TIME. SINCE THE AIRSPEED CONTINUED TO FALL THE PILOT LOWERED PARTIAL FLAPS AND LANDED STRAIGHT AHEAD IN AN OPEN FIELD. A FENCEWAS PENETRATED DURING THE GROUND SLIDE OF ABOUT 75 YARDS. THE ENGINE RAN FINE ON A POST-ACCIDENT CHECK. NO MALFUNCTIONS COULD BE FOUND. THE PILOT WAS QUESTIONED ABOUT BEFORE TAKEOFF PROCEDURES AND HE SAID HE SET THE MIXTURE AT 1700 RPM. THE OWNERS MANUAL SAYS THE MIXTURE SHOULD BE SET, BUT DOES NOT SAY WHAT POWER SETTING TO USE. ACCORDING TO A BEECHCRAFT SPOKESMAN THE MIXTURE SHOULD BE SET AT FULL POWER. THE PLT SAID ALL FROST REMOVED BEFORE TAKEOFF. DENSITY ALT 2911 FT.
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: 257 hours in all; 4 in this make and model; 12 in the last 90 days; 138 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 732 hours
- Last inspection: 100-hour inspection, November 17, 1982; 22 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
- Operator: Wings Of Denver, INC.
The flight
- Departed from: VEL Vernal UT at 10:25 pm
- Destination: APA Englewood CO
- Flight plan: VFR
- Runway 16, 6,605 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 14°F (-10°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from VEL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.