Beech A-36 accident near Fullerton, California, May 31, 1994
On May 31, 1994 at about 3:45 pm local time, a Beech A-36, registered N4323W, was destroyed in an accident near Fullerton, California (Fullerton Municipal airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's lack of familiarity with the performance change of the airplane, and the lack of proper training/transition in the modified airplane. Contributing to the accident was inadequate substantiation process and insufficient review by the FAA; the improper weight and balance of the airplane; and the pilot's lack of total experience in this type of aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 1994 · about 3:45 pm local time
- Place
- Fullerton, California · Fullerton Municipal
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A-36 · all A-36s on the register
- Registration
- N4323W · no longer on the register · serial E-526
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO WITNESSES, THE AIRPLANE USED MOST OF THE 3,120 FOOT LONG RUNWAY WITH SLOW ACCELERATION, AND FAILED TO ESTABLISH A POSITIVE RATE OF CLIMB. IT THEN COLLIDED WITH A STREET LIGHT POLE LESS THAN A MILE FROM THE RUNWAY. THE AIRPLANE HAD BEEN MODIFIED ABOUT 9.7 FLIGHT HOURS PRIOR TO THE ACCIDENT FLIGHT WITH AN FAA APPROVED TURBONORMALIZED/TURBO SYSTEM AND SPEED BRAKES. ACCORDING TO THE COMPANY CHECK PILOT, THE OWNER/PILOT HAD RECEIVED 1.5 HOURS OF GROUND INSTRUCTION AND 1.3 HOURS OF FLIGHT CHECKOUT ON THE MODIFICATION/CHANGES TO THE AIRPLANE. THE TURBO MODIFICATION WEIGHED 32 POUNDS MORE THAN REFLECTED IN THE STC PAPERWORK, AND THE CG WAS 3.61 INCHES FORWARD OF THE FORWARD LIMIT AS THE AIRCRAFT WAS LOADED. THE TIP TANK FUEL CG WAS IN ERROR BY 10.9 INCHES IN THE STC PAPERWORK. THE AIRPLANE WAS OVER GROSS WEIGHT BY 26 POUNDS. THE FUEL BOOST PUMP WAS FOUND IN THE ON POSITION, AND COULD HAVE FLOODED THE ENGINE. THE SPARK PLUGS INDICATE AN OVER-RICH MIXTURE, WHICH COULD DEGRADE ENGINE PERFORMANCE. FACTORS ASSOCIATED WITH THE INSTALLATION CAN CAUSE A DEGRADED TAKEOFF PERFORMANCE AT SEA LEVEL.
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: 485 hours in all; 458 in this make and model; 113 in the last 90 days; 17 in the last 30 days; 348 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,657 hours
- Last inspection: annual inspection, March 14, 1994; 86 hours since
- Maximum gross weight: 3,780 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: FUL CA at 3:45 pm
- Destination: LRD Laredo TX
- Flight plan: IFR
- Runway 6, 3,120 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 12 statute miles
- Temperature: 66°F (19°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 3:45 pm from FUL, 1 miles away
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.