Beech 95-C55 accident near Riverside, California, December 7, 1996
On December 7, 1996 at about 9:52 am local time, a Beech 95-C55, registered N66MB, was substantially damaged in an accident near Riverside, California (Riverside March Afb airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
fuel starvation due to improper fuel management. Contributing to the accident was the pilot's preoccupation of discussing the legality of the approach with the tower controller, and fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 7, 1996 · about 9:52 am local time
- Place
- Riverside, California · Riverside March Afb · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 95-C55 · all 95-C55s on the register
- Registration
- N66MB · no longer on the register · serial TE-265
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot contacted SOCAL approach control for VFR advisories en route and was given 300 overcast and visibility less than 1/8 mile in fog. When the aircraft was 7 miles south-southeast of the approach fix, the pilot reported that he could see the airport and again contacted the tower for a weather check. The local controller reported that the tower visibility was less than 1/8 mile and the runway and approach lights were at full intensity. The pilot stated that he could not see the tower. He was given a clearance for a visual landing and an RVR of less than 1,000 feet. The last communication with the pilot was 1 mile out on final approach. The aircraft wreckage was found nearly 5 hours after an intensive ground search hampered by ground fog. The pilot reported that during the go-around/missed approach both engines quit within seconds of one another. He further reported that when they quit he changed tanks and hit the boost pumps. The main selectors were found on the main tanks. Postaccident examination revealed empty auxiliary tanks with fuel in the right main tank. The left tank was damaged and empty. The pilot began his day at 1000 hours the previous morning.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 15,481 hours in all; 1,575 in this make and model; 100 in the last 90 days; 45 in the last 30 days; 10,679 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,467 hours
- Last inspection: annual inspection, February 19, 1996; 102 hours since
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-C (piston); 0 hours total
The flight
- Departed from: KMYF San Diego CA at 9:15 am
- Destination: RIV Riverside CA
- Flight plan: none
- Runway 32, 13,300 ft by 300 ft
Weather at the time
- Light: night, dark
- Wind: from 130° at 3 knots
- Visibility: 0.9 statute miles
- Sky: not recorded
- Temperature: 43°F (6°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 9:55 am from KRI, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.