Beech B36TC accident near Jackson, Wyoming, December 8, 1996
On December 8, 1996 at about 7:25 pm local time, a Beech B36TC, registered N3000R, was substantially damaged in an accident near Jackson, Wyoming. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
failure of the pilot to follow IFR procedures. High terrain, low ceiling, icing conditions, and a possible anomaly with the VOR were related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 8, 1996 · about 7:25 pm local time
- Place
- Jackson, Wyoming · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech B36TC · all B36TCs on the register
- Registration
- N3000R · no longer on the register · serial EA-560
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the pilot contacted Flight Watch, while in VFR conditions, & obtained weather information, which included forecast icing conditions and a low ceiling at the destination (Jackson, WY). From about 170 miles southeast of Jackson, the pilot was cleared to proceed via Victor 238. During arrival, he was cleared for a VOR/DME approach to runway 36. Radar data indicated that while en route, the aircraft (acft) did not fly down the center of the airway, but was to the right by a few miles. The controller informed the pilot of this, & he responded that his VOR was 'kind of in and out.' The pilot's last transmission to the controller (before he was cleared for the approach) was that he was picking up moderate rime ice. At the 16 DME arc, the flight did not make a required turn to the west (onto the arc), but continued to parallel the airway. Shortly thereafter, radar contact was lost. Subsequently, the acft impact terrain near the top of a 10,741' peak, located approximately 11 miles southeast of the airport. Minimum altitude for the approach was 12,700' on the arc until passing west of the 165 deg radial, then 11,500' until inbound on the 186 deg radial. Evidence at the accident site indicated that after impact, an avalanche started, then the acft slid downhill about 300' before coming to rest partially buried in snow. Postcrash examination of the wreckage did not reveal evidence of a mechanical failure or malfunction.
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; instrument: airplane
- Flight time: 950 hours in all; 220 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 394 hours
- Last inspection: annual inspection, March 8, 1996; 212 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-UB (piston); 0 hours total
The flight
- Departed from: ASE Aspen CO at 5:00 pm
- Destination: JAC Jackson WY
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 240° at 10 knots
- Sky: overcast; not recorded
- Temperature: 34°F (1°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 7:15 pm from JAC, 10 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.