Beech BE-76 accident near Tulsa, Oklahoma, May 21, 2001
On May 21, 2001 at about 1:40 pm local time, a Beech BE-76, registered N6003Y, was substantially damaged in an accident near Tulsa, Oklahoma (Richard L. Jones, Jr. Airport). It was an instructional 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 dual student pilot's failure to maintain clearance from the hangar while taxing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 21, 2001 · about 1:40 pm local time
- Place
- Tulsa, Oklahoma · Richard L. Jones, Jr. Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-76
- Registration
- N6003Y · registry record · serial ME-129
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While commencing to taxi adjacent to an airport hangar, the right elevator of the multi-engine airplane struck the hangar. The pilot rated student was at the controls at the time of the accident. The CFI, who was seated in the right seat, reported that the flight was intended for the student to practice instrument approaches in a multi-engine airplane. The student held a private pilot certificate with ratings in single engine land and multi-engine land airplanes. The student's total accumulated flight time was 3,000 hours, of which 1,000 hours were in multi-engine airplanes.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,208 hours in all; 126 in this make and model; 214 in the last 90 days; 72 in the last 30 days; 1,131 as pilot in command; 676 on instruments
- Last flight review: October 13, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,000 hours in all; 10 in this make and model; 50 in the last 90 days; 5 in the last 30 days; 2,500 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,143.3 hours
- Last inspection: annual inspection, February 15, 2001; 96.1 hours since
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1G6D (piston); 0 hours total
The flight
- Departed from: RVS Tulsa OK at 1:40 pm
- Destination: RVS Tulsa OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 320° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft; a few clouds at 3,700 ft
- Temperature: 52°F (11°C), dew point 48°F (9°C)
- Altimeter: 29.95 inHg
- Observation at 1:53 pm from RVS
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.