Beech A23 accident near Hulbert, Oklahoma, April 5, 2016
On April 5, 2016 at about 6:00 am local time, a 1966 Beech A23, registered N5791V, was substantially damaged in an accident during enroute (cruise) near Hulbert, Oklahoma. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate fuel planning, which resulted in fuel exhaustion, and collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 5, 2016 · about 6:00 am local time
- Place
- Hulbert, Oklahoma · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23 A, built 1966 · all A23s on the register
- Registration
- N5791V · no longer on the register · serial M-971
- 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 about 5 hours into a night cross country flight the engine started running rough. He switched between the left and right fuel tanks several times, adjusted the mixture, but was unsuccessful in correcting the issue. The pilot further reported that he knew that he would not make it to the nearest airport, so he turned on his landing light and looked for a place to land. The pilot landed the airplane in a pond, and came to rest on the shore. The airplane sustained substantial damage to the fuselage. A postaccident examination revealed that the right and left fuel tanks were empty. According to the pilot there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.
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
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 152 hours in all; 98 in this make and model; 12 in the last 90 days; 8 in the last 30 days; 124 as pilot in command
- Last flight review: May 31, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 4,516.2 hours
- Last inspection: annual inspection, December 1, 2015
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-346-A (piston); 4,657 hours total
The flight
- Departed from: MDQ Huntsville AL at 1:20 am
- Destination: 1H6 Tulsa OK
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 090° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 36°F (2°C)
- Altimeter: 30.20 inHg
- Observation at 6:15 am from KTQH, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.