Beech 76 accident near Juda, Wisconsin, March 16, 2015
On March 16, 2015 at about 10:58 pm local time, a 1979 Beech 76, registered N6700D, was substantially damaged in an accident during enroute (cruise) near Juda, Wisconsin. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel planning, which resulted in fuel exhaustion, and a loss of engine power enroute.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 16, 2015 · about 10:58 pm local time
- Place
- Juda, Wisconsin · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 76 NO SERIES, built 1979 · all 76s on the register
- Registration
- N6700D · no longer on the register · serial ME-276
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while enroute to his destination, he experienced a loss of power to his left engine about 10 miles from the airport. Shortly after, the right engine experienced a loss of power, and the pilot maneuvered the airplane for an off-airport landing on a paved road. During the descent, the airplane struck power lines along the side of the road, causing substantial damage to the left wing. Upon subsequent investigation by a Federal Aviation Administration air safety inspector, it was determined that the airplane's fuel tanks were empty.
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
What happened, in order
- Fuel exhaustion during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Environmental issues › Physical environment › Object/animal/substance › Wire › Contributed to outcome
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,593 hours in all; 3 in this make and model; 111 in the last 90 days; 15 in the last 30 days; 1,533 as pilot in command; 1,083 on instruments
- Last flight review: October 3, 2014
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,107 hours
- Last inspection: annual inspection, July 25, 2014
- Maximum gross weight: 3,900 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O&VO-360 SER (piston); 4,631 hours total
- Engine 2: Lycoming O&VO-360 SER (piston); 3,878 hours total
The flight
- Departed from: 1C5 Bolingbrook IL at 10:30 pm
- Destination: EFT Monroe WI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 13 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 32°F (0°C)
- Altimeter: 29.94 inHg
- Observation at 10:35 am from KEFT, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.