Beech 23 accident near Fall River Mill, California, July 22, 1992
On July 22, 1992, a Beech 23, registered N2359J, was destroyed in an accident near Fall River Mill, California (Fall River Mills airport). It was a business flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOTS DECISION TO TURN DOWN WIND AT A CRITICAL PHASE OF THE GO AROUND WITH INADEQUATE AIRSPEED RESULTING IN A STALL MUSH UNCONTROLLED DESCENT. CONTRIBUTING TO THE ACCIDENT WAS THE UNFAVORABLE WIND CONDITIONS AND A STABILATOR INTERFERENCE CAUSED BY A LUBRICANT CONTAINER IN THE TAIL CONE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 1992
- Place
- Fall River Mill, California · Fall River Mills · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 23 · all 23s on the register
- Registration
- N2359J · no longer on the register · serial M317
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS ATTEMPTING TO LAND IN A 20 KNOT RIGHT CROSSWIND WITH GUSTS TO ABOUT 25 KNOTS. ACCORDING TO THE P.O.H. THE AIRPLANES DEMONSTRATED CROSSWIND COMPONENT IS 13 KNOTS. THE PILOT INITIATED A GO AROUND AND DURING THE INITIAL CLIMB THE PILOT TURNED A CLOSE LEFT CROSSWIND GIVING THE AIRPLANE A 20 KNOT PLUS DIRECT TAILWIND. WITNESSES SAID THE AIRCRAFT NEVER GOT ABOVE 100 FEET, AND, AFTER NARROWLY MISSING A WATER TANK, IT SUDDENLY BANKED 90 DEGREES TO THE LEFT AND FELL TO THE GROUND. WITNESSES STATED THAT THE AIRPLANE WAS VERY LOW WITH POSITIVE ENGINE POWER. ACCORDING TO LOCAL AREA PILOTS, UNDER THE WIND CONDITIONS ON THE DAY OF THE ACCIDENT THE AREA JUST SOUTHWEST OF THE AIRPORT IS CAPABLE OF SEVERE TURBULENCE, WIND SHEARS AND DOWN DRAFTS ASSOCIATED WITH A SOUTHWESTERLY AIR FLOW OVER AND BETWEEN MOUNT HANEY AND SADDLE MOUNTAIN. WEIGHT AND BALANCE COMPUTATIONS WERE PERFORMED USING THREE DIFFERENT FUEL LOADS AND OTHER ESTIMATED WEIGHTS. ALL THREE CALCULATIONS PUT THE CENTER OF GRAVITY AT THE FORWARD C.G. LIMITS. DURING THE ON SCENE ACCIDENT INVESTIGATION A LUBRICANT CONTAINER WAS FOUND IN THE TAIL CONE AREA. A CLOSE EXAMINATION OF THE AREA REVEALED EVIDENCE OF CAN CONTACT AND RUBBING ON THE STABILATOR SERVO TAB ROD. THE ROD WAS FOUND BENT.
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: multi-engine land; single-engine land
- Flight time: 1,405 hours in all; 20 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, January 16, 1992
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-02B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RDD Redding CA at 11:30 pm
- Flight plan: none
- Runway 2, 3,600 ft by 80 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 20 knots, gusting 25
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.
Other NTSB records under N2359J the same tail number, which may have belonged to a different aircraft at the time
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.