Beech C23 accident near Red Bluff, California, May 2, 1995
On May 2, 1995 at about 6:36 pm local time, a Beech C23, registered N6636R, was substantially damaged in an accident near Red Bluff, California (Red Bluff airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the separation of the throttle linkage due to improper installation, and the pilot's misjudgement of the glide path necessary to reach the runway prior to shutting down the engine.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 1995 · about 6:36 pm local time
- Place
- Red Bluff, California · Red Bluff · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C23 · all C23s on the register
- Registration
- N6636R · no longer on the register · serial M1590
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID THAT WHEN HE TRIED TO MAKE A THROTTLE ADJUSTMENT IT HAD NO EFFECT ON THE ENGINE RPM. AFTER ENTERING DOWNWIND ABEAM HIS TOUCHDOWN POINT, HE SHUT DOWN THE ENGINE AND ATTEMPTED TO GLIDE THE REMAINDER OF THE DISTANCE. THE AIRCRAFT TOUCHED DOWN SHORT OF THE RUNWAY AND STRUCK AN EMBANKMENT. AN INSPECTION OF THE AIRCRAFT REVEALED THAT THE THROTTLE LINKAGE HAD SEPARATED FROM THE CARBURETOR THROTTLE ARM. THE BOLT, CASTELLATED NUT, AND WASHER WHICH SECURES THE ASSEMBLY TOGETHER WERE NOT PRESENT. THE ENGINE WAS REINSTALLED IN THE AIRCRAFT FOLLOWING A MAJOR OVERHAUL, 1 MONTH AND 2 OPERATING HOURS PRIOR TO THE ACCIDENT. AN ANNUAL INSPECTION WAS ALSO COMPLETED AND SIGNED OFF AT THAT TIME. THE MECHANIC WHO PERFORMED THE ENGINE REINSTALLATION SAID THAT THE BOLT HAD BEEN REINSTALLED AND THAT A COTTER PIN HAD ALSO BEEN INSTALLED IN THE PROCESS. THE MECHANIC WHO PERFORMED THE ANNUAL INSPECTION REPORTED THAT HE HAD NOT LOOKED THAT CLOSELY AT THE ENGINE SINCE IT HAD JUST BEEN INSTALLED AND INSPECTED BY ANOTHER MECHANIC. THE MANUFACTURER REPORTED THAT THE DESIGN OF THE ASSEMBLY DOES NOT PLACE LOADS ON THE BOLT THAT WOULD BE SUFFICIENT TO PRODUCE AN OVERLOAD FAILURE.
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; instrument: airplane
- Flight time: 2,067 hours in all; 532 in this make and model; 4 in the last 90 days; 3 in the last 30 days; 1,989 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,223 hours
- Last inspection: annual inspection, May 2, 1995; 3 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360--A4J (piston); 0 hours total
The flight
- Departed from: HAF Half Moon Bay CA at 5:00 pm
- Destination: RBL CA
- Flight plan: VFR
- Runway 15, 5,984 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 10 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 2,500 ft; not recorded
- Temperature: 63°F (17°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 6:40 pm from RBL
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.