Beech A36TC accident near Dunsmuir, California, October 1, 1991
On October 1, 1991 at about 6:35 pm local time, a Beech A36TC, registered N140KB, was substantially damaged in an accident near Dunsmuir, California (Dunsmuir airport). It was a ferry flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
1) IMPROPER PREFLIGHT PLANNING BY THE AIRCRAFT OWNER, 2) FAILURE OF THE OWNER TO REFUEL THE AIRCRAFT, 3) OPERATION OF THE AIRCRAFT BY THE OWNER AND A MECHANIC AT A KNOWN FUEL STATE BELOW THE MINIMUM REQUIRED FOR TAKEOFF, AND 4) FAILURE OF THE MECHANIC TO ASSURE THAT HE HAD ADEQUATE FUEL TO COMPLETE THE FLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 1991 · about 6:35 pm local time
- Place
- Dunsmuir, California · Dunsmuir · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36TC · all A36TCs on the register
- Registration
- N140KB · registry record · serial EA-36
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS LAST REFUELED ON A PREVIOUS FLT. AT DUNSMUIR, IT WAS PARKED TIL THE NEXT WEEK WHEN MAINT WAS PERFORMED FOR A LOW MANIFOLD PRES PRBLM. THE OWNER ELECTED TO FLY THE ACFT TO REDDING FOR AN ANNUAL INSP. HE ESTIMATED THERE WAS AT LEAST 9 GALS OF USABLE FUEL REMAINING. HE THEN FLEW TO REDDING & PICKED UP A MECHANIC. THE MECHANIC WAS TO FLY BACK TO DUNSMUIR WITH THE PLT, THEN RTRN THE ACFT TO REDDING. BFR DEPG FM REDDING, THE MECHANIC LOOKED INSIDE BOTH FUEL TANKS WHILE THE ENG WAS RUNNING & SAW NO FUEL IN THE RGT TANK & SOME FUEL IN THE L TANK. AT DUNSMUIR, THE OWNER DEPLANED & THE MECHANIC DEPD ON THE 15 TO 20 MIN FLT BACK TO REDDING. THE PLT (MECHANIC) SAID THE ACFT WAS CLIMBING ABT 5 MI FM THE ARPT WHEN THE ENG QUIT. ATMTS TO GET IT RESTARTED WERE UNSUCCESSFUL. HE TURNED BACK TWD THE ARPT, BUT THE ACFT CRASH LANDED SHORT OF THE RWY. ONLY RESIDUAL FUEL WAS FND IN THE FUEL TANKS; FUEL SYS CONTINUITY WAS ESTABLISHED. ACCORDING TO THE FLT MANUAL, A MIN OF 13 GAL WAS REQD IN EACH FUEL TANK BFR TAKEOFF.
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; instrument: airplane
- Flight time: 1,413 hours in all; 636 in this make and model; 35 in the last 90 days; 16 in the last 30 days; 1,302 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,756 hours
- Last inspection: annual inspection, September 18, 1990; 35 hours since
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-4B (piston); 0 hours total
The flight
- Destination: RDD Redding CA
- Flight plan: none
- Runway 32, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 35 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 0°F (-18°C)
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.