Beech C23 accident near Los Angeles, California, June 19, 1996
On June 19, 1996 at about 8:43 pm local time, a Beech C23, registered N66343, was destroyed in an accident near Los Angeles, California (Burbank airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
company maintenance personnel's inadequate service of the magneto system, and their failure of to replace the electric fuel boost pump, which led to a malfunctioning right magneto and an inoperative fuel boost pump. The inoperative fuel boost pump made it impossible for the pilot to accomplish the published emergency procedure for the engine failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 1996 · about 8:43 pm local time
- Place
- Los Angeles, California · Burbank · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C23 · all C23s on the register
- Registration
- N66343 · no longer on the register · serial M2206
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had flown an earlier flight in the accident airplane without incident. On the second takeoff the engine lost power. Examination of the airplane revealed the right magneto was malfunctioning and the electric fuel boost pump was inoperative. Maintenance was performed on both components the day before the accident during a 50-hour inspection by company maintenance personnel. The plane had accumulated about 4 flight hours since the inspection. The airplane manufacturer indicates in the pilot operating handbook that the fuel boost pump should be replaced at engine overhaul and the engine be overhauled every 2,000 hours. The airplane had accumulated a total time in service of 3,338 hours. The maintenance records note that a major overhaul was accomplished about 1,692 hours before the accident. There was no evidence of the fuel boost pump ever being replaced. The use of the fuel boost pump is specified in the airplane emergency procedures for engine 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: private
- Ratings: single-engine land
- Flight time: 147 hours in all; 4 in this make and model; 10 in the last 90 days; 2 in the last 30 days; 111 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,338 hours
- Last inspection: annual inspection, September 28, 1995; 53 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: BUR Burbank CA
- Destination: PAO Palo Alto CA
- Flight plan: VFR
- Runway 8, 6,032 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 14 knots
- Visibility: 7 statute miles
- Sky: scat at 20,000 ft
- Temperature: 84°F (29°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 8:47 pm from BUR, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.