Beech B24R accident near Aguila, Arizona, April 17, 1993
On April 17, 1993 at about 2:20 pm local time, a Beech B24R, registered N9203S, was substantially damaged in an accident near Aguila, Arizona. 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 LOSS OF ENGINE POWER DUE TO FUEL STARVATION. THE FUEL STARVATION WAS CAUSED BY THE PILOT'S FAILURE TO SELECT A TANK CONTAINING FUEL AND THE INTERMITTENT OPERATION OF THE ELECTRIC BOOST PUMP DUE TO A FAULTY COCKPIT SWITCH. A FACTOR IN THE ACCIDENT WAS THE INADEQUATE MAINTENANCE AND INSPECTION OF THE AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 1993 · about 2:20 pm local time
- Place
- Aguila, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B24R · all B24Rs on the register
- Registration
- N9203S · no longer on the register · serial MC 373
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ENGINE QUIT DURING THE TAKEOFF INITIAL CLIMB AND THE AIRCRAFT COLLIDED WITH A DITCH DURING A FORCED LANDING ATTEMPT BEYOND THE AIRPORT BOUNDARY. AN FAA AIRWORTHINESS INSPECTOR EXAMINED THE AIRCRAFT AND INTERVIEWED THE PILOTS AND WITNESSES TO THE ACCIDENT. THE PILOTS HAD REPORTEDLY SWITCHED FUEL TANKS SHORTLY BEFORE THE ENGINE QUIT. THE INSPECTOR STATED THAT THE RIGHT FUEL TANK CONTAINED ABOUT THREE QUARTERS CAPACITY OF FUEL WHILE THE LEFT FUEL TANK WAS EMPTY. THE ELECTRIC BOOST PUMP WAS FOUND TO FUNCTION INTERMITTENTLY DUE TO A FAULTY COCKPIT SWITCH. ACCORDING TO THE MAINTENANCE RECORDS, THE AIRCRAFT HAD AN ANNUAL INSPECTION IN 1984 AND WAS SUBSEQUENTLY PARKED AND NOT FLOWN UNTIL AFTER THE MOST RECENT ANNUAL, WHICH WAS SIGNED OFF IN THE LOGBOOKS ON MARCH 1, 1993.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 31,000 hours in all; 1 in this make and model; 26 in the last 90 days; 18 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, March 1, 1993; 15 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: 7E0 at 2:20 pm
- Destination: 7E0
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.