Stinson 108-3 accident near Shelter Cove, California, September 5, 1994
On September 5, 1994 at about 7:46 pm local time, a Stinson 108-3, registered N6446M, was destroyed in an accident near Shelter Cove, California (Shelter Cove airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE PREFLIGHT BY THE PILOT, WHICH RESULTED IN FUEL STARVATION AND LOSS OF ENGINE POWER, IMPROPER (OR DELAYED) POSITIONING OF THE FUEL SELECTOR TO THE FULLEST TANK, AND FAILURE OF THE PILOT TO MAINTAIN ADEQUATE AIRSPEED, WHILE MANEUVERING FOR A FORCED LANDING, WHICH RESULTED IN A STALL/SPIN AND COLLISION WITH TERRAIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 1994 · about 7:46 pm local time
- Place
- Shelter Cove, California · Shelter Cove · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-3 · all 108-3s on the register
- Registration
- N6446M · no longer on the register · serial 108-4446
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
IMMEDIATELY AFTER THE AIRPLANE TOOK OFF, WITNESSES HEARD AN ABNORMAL SOUND FROM THE ENGINE, AND THEN THE ENGINE SOUND STOPPED MOMENTARILY AND RESUMED. THE AIRCRAFT ENTERED A RIGHT 180-DEGREE TURN. WHILE IN THE TURN, ANOTHER POWER INTERRUPTION OCCURRED BEFORE THE ENGINE STOPPED COMPLETELY. GROUND WITNESSES SAID THAT AFTER THE FINAL ENGINE STOPPAGE, THE AIRCRAFT STALLED AND SPUN INTO THE SHORELINE. HIGH TIDE CAUSED THE AIRPLANE TO SHIFT BEFORE IT WAS INSPECTED. THE FUEL PRIMER CONTROL WAS FOUND UNLOCKED AND EXTENDED. THE FUEL SELECTOR WAS FOUND POSITIONED TO THE RIGHT TANK. ALTHOUGH BOTH MAIN FUEL TANKS HAD RUPTURED ON IMPACT, THERE WAS SIGNIFICANTLY MORE FIRE DAMAGE AND HYDRAULIC DEFORMATION ASSOCIATED WITH THE RIGHT MAIN TANK THAN THE LEFT. A COMPUTATION OF FUEL CONSUMPTION INDICATED THAT ABOUT 23 GALLONS OF FUEL HAD BEEN USED SINCE THE AIRPLANE WAS LAST REFUELED. THE CAPACITY OF EACH TANK WAS 23 GALLONS OF USABLE FUEL. NO PREIMPACT MECHANICAL FAILURE WAS FOUND.
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: commercial pilot
- Ratings: single-engine land
- Flight time: 904 hours in all; 5 in the last 90 days; 2 in the last 30 days; 801 as pilot in command
- Medical certificate: Class 3 (expired)
- Seat: left
The aircraft
- Airframe total time: 3,534 hours
- Last inspection: annual inspection, June 3, 1994; 5 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6AS-335-A (piston); 0 hours total
- Fire on the ground
The flight
- Destination: 1O3 Lodi CA
- Flight plan: none
- Runway 12, 3,400 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 6 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 7:00 pm from 0Q5, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.