Beech 19A accident near Coalinga, California, March 31, 2003
On March 31, 2003 at about 2:16 am local time, a Beech 19A, registered N7610R, was substantially damaged in an accident near Coalinga, California (Harris Ranch airport). It was a personal 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 pilot's failure to obtain/maintain an adequate airspeed, which resulted in a stall/mush.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 31, 2003 · about 2:16 am local time
- Place
- Coalinga, California · Harris Ranch · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 19A · all 19As on the register
- Registration
- N7610R · no longer on the register · serial MB421
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the takeoff initial climb the airplane collided with terrain at the departure end of the runway. The pilot set 10 degrees of flaps for takeoff from the 2,820-foot runway. He rotated at 60 mph and once the airplane was airborne he noticed that the "aircraft was slow to climb." He leveled the nose, and gradually raised the flaps. The airplane settled, collided with the ground, and came to rest just past the end of the runway in an onion field. The pilot said the aural stall warning was operating throughout the attempted climb out. The Beechcraft Musketeer Sport III, Model 19A, Owner's Manual states that there are 3 flap settings; 15 degrees, 25 degrees, and 35 degrees. It states the following takeoff procedure, "After the airplane breaks ground, lower the nose slightly and let the airplane accelerate to the desired climb speed." Additionally, takeoff speed for 15 degrees of flaps is 60 mph, and 75 mph for no flaps. No anomalies were found during a post accident test run of the engine.
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
- Flight time: 80 hours in all; 3 in this make and model; 20 in the last 90 days; 9 in the last 30 days; 35 as pilot in command
- Last flight review: January 6, 2003
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,970 hours
- Last inspection: annual inspection, August 24, 2002; 40 hours since
- Maximum gross weight: 2,250 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2C (piston); 0 hours total
The flight
- Departed from: 3O8 Coalinga CA at 2:16 am
- Destination: OAK Oakland CA
- Flight plan: none
- Runway 14, 2,820 ft by 30 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; clear
- Temperature: 81°F (27°C), dew point 39°F (4°C)
- Altimeter: 30.13 inHg
- Observation at 2:55 am from KFAT, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.