Beech G35 accident near Byron, California, June 19, 2000
On June 19, 2000 at about 7:15 pm local time, a Beech G35, registered N5801, was destroyed in an accident near Byron, California (Byron airport). It was an instructional flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
in-flight loss of control and inadvertent stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2000 · about 7:15 pm local time
- Place
- Byron, California · Byron · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech G35 · all G35s on the register
- Registration
- N5801 · registry record · serial D-4622
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instructional flight was to practice instrument approaches to local airports. The airplane was observed by witnesses to overfly the accident airport about 1,200 feet above ground level. Their attention was drawn to the airplane when they heard the engine either shutdown or power back to idle. They observed the airplane glide around and make a low pass down runway 05 at an altitude of 200-300 feet agl. The airplane then made a steep left turn toward runway 30. During this turn, the nose pitched down and the aircraft impacted the ground with its nose and left wing tip, approximately 150 feet to the right of runway 30 centerline. An engine examination was conducted at the airplane recovery facility in the presence of the Federal Aviation Administration. All engine systems and functions were examined for operational ability and conditions. Fuel was found in the gascolator housing and the fuel flow divider screen was clean. All three propeller blades displayed tortional twisting, leading edge damage, and chordwise striations. The uncontrolled airport has a common traffic advisory frequency of 123.05 mHz. One communication radio was found at 123.3 mHz. The airport was unattended the day of the accident. Wing flaps were estimated at 10 to 15 degrees of extension. The landing gear was in the retracted position. The airplane had a dual control yoke installed.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 400 hours in all; 12 in the last 90 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,990 hours
- Last inspection: annual inspection, August 4, 2000
- Maximum gross weight: 2,775 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
The flight
- Departed from: HWD Hayward CA at 7:00 pm
- Destination: MOD Modesto CA
- Flight plan: none
- Runway 30, 4,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 6:56 pm from SCK, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.