Amateur-built KR II accident near Mcneil Island, Washington, January 8, 2006
On January 8, 2006 at about 7:35 pm local time, a amateur-built KR II, registered N395JT, was substantially damaged in an accident near Mcneil Island, Washington. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel exhaustion while in cruise flight due to inaccurate fuel quantity indications. Factors included the pilot's failure to positively determine the quantity of fuel onboard the aircraft during preflight, and rough, uneven grassy terrain at the location where the pilot found it necessary to execute the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 8, 2006 · about 7:35 pm local time
- Place
- Mcneil Island, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built KR II
- Registration
- N395JT · no longer on the register · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About 15 minutes after takeoff, during en route cruise, the aircraft's engine started to run rough and then completely stopped producing power. The pilot then established the aircraft in a descent at best glide speed, and tried to get the engine restarted. When he found that he could not get the engine to restart, the pilot, who at that time was over water, made a 180 degree turn in order to head toward the nearest landing area. He eventually touched down in a rough field, and although the initial touchdown was successful, as the aircraft traveled across the rough field, the nose gear collapsed, and the aircraft nosed over onto its back. A post-accident inspection revealed that the aircraft had run out of useable fuel. In addition, an inspection/test of the fuel system determined that both the electric fuel gauge and the backup fuel level sighting tube were severely miscalibrated, and both indicated the aircraft contained significantly more fuel than was actually present during the test. During the investigation, the pilot said that he had looked in the fuel tank prior to takeoff, but that he did not use a dip stick to confirm how much fuel was actually present. He further stated that based upon what the gauges indicated prior to takeoff, he thought he had enough fuel for more than two hours of flight.
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: 235 hours in all; 45 in this make and model; 33 in the last 90 days; 17 in the last 30 days; 173 as pilot in command
- Last flight review: October 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 150 hours
- Last inspection: condition inspection, February 1, 1995
- Maximum gross weight: 1,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Revmaster 2100D (piston); 0 hours total
The flight
- Departed from: OLM Olympia WA at 7:15 pm
- Destination: TIW Tacoma Narrows WA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.