Beech C24R accident near Oakland, California, December 19, 1992
On December 19, 1992 at about 8:28 pm local time, a Beech C24R, registered N18942, was substantially damaged in an accident near Oakland, California (Oakland International airport). It was an instructional 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
FUEL STARVATION DUE TO IMPROPER FUEL SYSTEM MANAGEMENT BY BOTH PILOTS AND THE FAILURE OF THE FLIGHT INSTRUCTOR TO ADEQUATELY SUPERVISE THE CONDUCT OF THE FLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 1992 · about 8:28 pm local time
- Place
- Oakland, California · Oakland International
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C24R · all C24Rs on the register
- Registration
- N18942 · no longer on the register · serial MC-549
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT INSTRUCTOR AND A PRIVATE PILOT DEPARTED ON A TWO HOUR FLIGHT FOR AN AIRCRAFT CHECK OUT AND INSTRUMENT DUAL INSTRUCTION. BOTH PILOTS REPORTED TO FAA INSPECTORS AND OAKLAND POLICE OFFICERS THAT DURING THE FLIGHT THEY NEGLECTED TO SWITCH FUEL TANKS AND INADVERTENTLY RAN THE LEFT FUEL TANK DRY WHILE ON FINAL APPROACH TO RUNWAY 27R. THE ENGINE COULD NOT BE RESTARTED IN TIME AND THE INSTRUCTOR LANDED THE AIRCRAFT ON A GOLF COURSE AND COLLIDED WITH GROUND OBSTRUCTIONS. AN FAA INSPECTOR EXAMINED THE AIRCRAFT AND FOUND THE LEFT FUEL TANK WAS EMPTY AND THE RIGHT TANK CONTAINED ABOUT 20 GALLONS OF FUEL. THIS WAS THE FIRST FLIGHT IN THIS TYPE OF AIRCRAFT BY THE PRIVATE PILOT.
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: 699 hours in all; 12 in this make and model; 27 in the last 90 days; 7 in the last 30 days; 617 as pilot in command; 117 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,261 hours
- Last inspection: annual inspection, August 3, 1992; 67 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6 (piston); 0 hours total
- Operator: Uc Flying Club, INC.
The flight
- Flight plan: none
- Runway 27, 5,453 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 5 knots
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 8:28 pm from OAK, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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 N18942 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.