Beech A36TC accident near San Juan Batist, California, October 2, 2000
On October 2, 2000 at about 3:10 am local time, a Beech A36TC, registered N36TV, was destroyed in an accident near San Juan Batist, California. It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's in-flight decision to continue flight into instrument weather conditions at an altitude that did not maintain an adequate terrain clearance, which resulted in a collision with terrain. Factors were a dark night, clouds, fog, mountainous terrain, and lack of instrument rating.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2000 · about 3:10 am local time
- Place
- San Juan Batist, California · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A36TC · all A36TCs on the register
- Registration
- N36TV · registry record · serial EA-33
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with mountainous/hilly terrain as the pilot descended in instrument conditions toward the destination airport. The non-instrument rated pilot was obtaining VFR flight advisories from Air Traffic Control, and told approach control that he intended to head for his destination in visual conditions. A few minutes later the pilot stated that he intended to circle down through a hole. At this time, approach lost radar contact at a mode C reported altitude of 3,500 feet on a southeasterly track in an area of hilly terrain where it is not uncommon to loose radar contact at that altitude or less. The controller assumed that he was losing the radar contact, terminated radar service, and approved a frequency change. The controller did not hear a response from the airplane. At 2009:29, the target was at a mode C reported altitude of 2,200 feet. By 2011:03, the target had turned left on a southwesterly track and was at a mode C reported altitude of 1,300 feet. This was the last recorded target for the flight's assigned secondary beacon code. The accident site elevation was about 1,000 feet. A resident who lived near the accident site reported that it was very foggy about the time of the accident, and estimated that the visibility was 100 feet..
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
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,524 hours
- Last inspection: annual inspection, July 14, 2000
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Teledyne Continental TSIO-520-UB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MMH Mammoth Lakes CA at 1:45 am
- Destination: WVI Watsonville CA
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 320° at 8 knots
- Visibility: 5 statute miles
- Sky: overcast at 500 ft; clear
- Temperature: 61°F (16°C), dew point 59°F (15°C)
- Altimeter: 29.00 inHg
- Observation at 2:53 am from SNS, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.