Beech A36TC accident near San Andreas, California, November 13, 2002
On November 13, 2002 at about 9:05 pm local time, a Beech A36TC, registered N32FW, was substantially damaged in an accident near San Andreas, California (Calaveras Co-Maury Rasmussen F airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power during takeoff climb for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 2002 · about 9:05 pm local time
- Place
- San Andreas, California · Calaveras Co-Maury Rasmussen F · map
- Type
- Accident
- Injuries
- 2 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36TC · all A36TCs on the register
- Registration
- N32FW · registry record · serial EA-16
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On the afternoon of the accident, the private pilot and two passengers boarded the airplane for a cross-country flight to Palo Alto. A witness described the takeoff roll and initial climb as normal; however, shortly thereafter he heard a popping sound from the airplane and then total silence. He reported that the airplane entered a shallow descending turn to the right (east) and that he eventually lost sight of the airplane when it descended behind a series of hangars. Seconds later the airplane impacted terrain in a nose low attitude approximately 1,425-feet beyond the departure end of the runway. The sole survivor of the accident, who was seated in the furthest aft forward facing seat, stated that he recalls the airplane's takeoff and climb, but was unable to verify any of the detailed events prior to the airplane impacting terrain. Post accident examination of the engine, airframe and associated components revealed no evidence of a pre impact mechanical failure or anomaly.
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: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,768 hours
- Last inspection: annual inspection, August 1, 2002; 11 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Teledyne Continental TSIO-520 (piston); 0 hours total
The flight
- Departed from: CPU San Andreas CA at 9:05 pm
- Destination: PAO Palo Alto CA
- Flight plan: none
- Runway 31, 3,603 ft by 160 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 0°F (-18°C)
- Altimeter: 31.10 inHg
- Observation at 4:55 am from KCPU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.