Cessna TU206 accident near Brenham, Texas, September 20, 2018
On September 20, 2018 at about 8:22 pm local time, a 1977 Cessna TU206, registered N756NN, was substantially damaged in an accident during approach near Brenham, Texas (Brenham Muni airport). It was a public-use flight (federal) under public-use (government) rules. No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management during the landing approach, which resulted in a total loss of engine power due to fuel starvation. Contributing to the accident was his failure to follow the published emergency procedures after the loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 2018 · about 8:22 pm local time
- Place
- Brenham, Texas · Brenham Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TU206 G, built 1977 · all TU206s on the register
- Registration
- N756NN · no longer on the register · serial U20604225
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
After completing a photographic mission, the pilot determined that there was adequate fuel remaining to reach his intended destination with a 45-minute reserve. During the landing approach, the engine began to lose power and the pilot switched from the left to right fuel tank, which the fuel gauges indicated had more fuel remaining; however, the engine did not respond, and shortly thereafter, the engine lost total power. The airplane impacted trees and a fence during the subsequent forced landing short of the runway. Enough fuel for about one hour of flight was drained from the right main fuel tank after the accident, but both the tip tanks and the left main tank were empty. Examination did not reveal any pre-impact anomalies with the airframe or engine that would have precluded normal operation. The pilot reported that he switched fuel tanks every hour during the flight but had failed to select the fuller tank during the landing approach as required by the manufacturer's Pilot's Operating Handbook (POH). Allowing a tank to run dry was allowable per the POH, but it required the engagement of the auxiliary fuel pump after the other tank was selected. Likewise, the emergency procedures for an engine failure in flight required the use of the auxiliary fuel pump. The pilot had correctly planned for the airplane’s fuel consumption but failed to select the fullest tank during the critical landing phase, which resulted in the loss of engine power due to fuel starvation. The pilot stated that due to the airplane’s low altitude at the time of the loss of power, he did not have time to perform any items on the emergency checklist, and as such, did not turn on the fuel pump; however, the checklist was short and of sufficient significance that it should have been automatic to the pilot. Engagement of the fuel pump would likely have restarted the engine.
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 approach defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- cause Personnel issues › Action/decision › Action › Incomplete action › Pilot
Pilot
- Certificate: airline transport pilot, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 7,152 hours in all; 2,000 in this make and model; 56 in the last 90 days; 31 in the last 30 days; 6,856 as pilot in command; 1,700 on instruments
- Last flight review: June 29, 2018
- Medical certificate: Class 2 (waiver time limited special)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,242.7 hours
- Last inspection: annual inspection, June 1, 2018; 71 hours since
- Maximum gross weight: 3,600 lb
- Seats: 3
- Landing gear: fixed
- Engine: Continental TSIO-520 (piston); 401 hours total
- Operator: US Department Of Agriculture
The flight
- Departed from: SJT San Angelo TX at 3:40 pm
- Destination: 11R Brenham TX
- Flight plan: none
- Runway 16, 6,003 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 3 knots
- Visibility: 10 statute miles
- Sky: scat at 2,500 ft
- Temperature: 77°F (25°C), dew point 75°F (24°C)
- Altimeter: 29.94 inHg
- Observation at 1:15 am from K11R, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on June 8, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Oil Analysis and FAA Examination Report | PDF, 17 pages | View Download |
| 3 | Engine Monitor Data | data file | Download |
| 4 | Fuel Recovered from Right Main Fuel Tank | PDF, 1 page | View Download |
| 5 | Pilota��s Operating Handbook Excerpts | PDF, 4 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.