Beech B36TC accident near Santa Ynez, California, May 27, 2012
On May 27, 2012 at about 3:10 pm local time, a Beech B36TC, registered N8234M, was substantially damaged in an accident during initial climb near Santa Ynez, California (Santa Ynez airport). 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
A loss of engine power during initial climb due to fuel starvation. Contributing to the accident were the pilot’s inadequate preflight inspection, his failure to properly diagnose the loss of engine power, and his failure to follow the appropriate emergency procedures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 2012 · about 3:10 pm local time
- Place
- Santa Ynez, California · Santa Ynez · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B36TC · all B36TCs on the register
- Registration
- N8234M · registry record · serial EA-520
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A few days before the accident, the private pilot requested that the airplane be serviced with equal quantities of fuel in each wing tank. The ramp agent instead filled the left tank close to capacity and did not put any fuel in the right tank. The pilot was not aware of the discrepancy, and during the preflight inspection, he checked the fuel tank levels using the wing-mounted sight gauges. However, he misread the right tank quantity and continued the preflight inspection even though the fuel quantity gauges in the cabin did not match the sight gauges. The sight gauge design allows for the display of fuel quantity only when the tank is filled to between 25 and 35 gallons (about 1/2 to 3/4 full). However, when the tank is filled to 1/4 of its capacity or less, the tail of the gauge needle points to the 32 gallon (3/5 capacity) position. This most likely accounted for the pilot’s misinterpretation of the fuel level. During the initial climb, with the right fuel tank selected, the engine lost all power. The pilot failed to recognize the fuel starvation condition and performed troubleshooting steps by memory before ultimately switching the fuel tank selector valve to the left tank, which was full. The pilot’s troubleshooting procedures included multiple activations of the auxiliary fuel pump on HI mode, which, according to the airplane manufacturer’s emergency checklist, was not the appropriate action for a fuel starvation condition. The use of the pump resulted in an excessively rich fuel mixture when the left tank was selected and prevented the engine from being restarted. The pilot then switched back to the empty fuel tank and performed a gear-up forced landing into a plowed field.
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
What happened, in order
- Fuel starvation during initial climb defining event
- Loss of engine power (total) during initial climb
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- factor Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- factor Aircraft › Aircraft systems › Fuel system › Fuel quantity indicator › Incorrect use/operation
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- factor Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 132 hours in all; 37 in this make and model; 73 in the last 90 days; 31 in the last 30 days; 25 as pilot in command
- Last flight review: May 21, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,521 hours
- Last inspection: annual inspection, September 26, 2011; 24 hours since
- Maximum gross weight: 3,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor TSIO-520 (piston); 0 hours total
The flight
- Departed from: SBA Santa Barbara CA at 2:50 pm
- Destination: MMH Mammoth Lakes CA
- Flight plan: VFR
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 1,200 ft
- Temperature: 50°F (10°C), dew point 43°F (6°C)
- Altimeter: 30.09 inHg
- Observation at 2:55 pm from KIZA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N8234M the same tail number, which may have belonged to a different aircraft at the time
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.