Amateur-built Rebel accident near Clearlake, California, May 28, 2003
On May 28, 2003 at about 7:55 pm local time, a amateur-built Rebel, registered N6324H, was substantially damaged in an accident near Clearlake, California (Red Bluff Municipal Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel starvation due to the pilot's inadequate preflight inspection and failure to correctly position the right fuel valve. Also causal was the pilot's failure to use the checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 2003 · about 7:55 pm local time
- Place
- Clearlake, California · Red Bluff Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Rebel
- Registration
- N6324H · registry record · serial 180R
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot landed the airplane on the slope of a ridge, after losing engine power during cruise flight. The pilot reported that while in cruise flight at 7,500 feet msl, the engine started to run rough. He applied full rich mixture, and pumped the throttle. This alleviated the problem for a while, but then the engine lost total power. He intended to land in clear area; however, the airplane did not have enough altitude to clear an intervening ridge line. The firewall, propeller, and fuselage skin were damaged during the accident. After exiting the airplane, the pilot noted that the right fuel valve was closed. During his preflight procedure he normally turns both fuel valves on to check the fuel drains. He then leaves the valves ON until he lands. A Federal Aviation Administration inspector examined the airplane after the accident and stated that the right fuel tank was about 80 percent full of fuel, and the left fuel tank was less than 10 percent full of fuel. The pilot reported no pre-impact mechanical malfunctions or failures with the airplane. The pilot did report that if he had used a checklist that the accident could have been prevented.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,061 hours in all; 177 in this make and model; 34 in the last 90 days; 31 in the last 30 days; 890 as pilot in command
- Last flight review: January 22, 2002
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 172.4 hours
- Last inspection: condition inspection, December 19, 2002; 45.8 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D2B (piston); 0 hours total
The flight
- Departed from: RBG Roseburg OR at 4:08 pm
- Destination: O56 Novato CA
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 080° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 48°F (9°C)
- Altimeter: 29.88 inHg
- Observation at 7:56 pm from UKI, 66 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.