Beech A36 accident near Guntersville, Alabama, August 12, 1992
On August 12, 1992 at about 11:30 pm local time, a Beech A36, registered N416HC, was substantially damaged in an accident near Guntersville, Alabama. It was a ferry flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S INADEQUATE EVALUATION OF THE IN FLIGHT WEATHER CONDITIONS, AND HIS SUBSEQUENT LOSS OF AIRCRAFT CONTROL, WHICH RESULTED IN THE DESIGN STRESS LIMITS OF THE AIRCRAFT BEING EXCEEDED. FACTORS WERE CLOUDS, THE ASSOCIATED TURBULENCE, AND THE HAIL IN THE CLOUDS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 1992 · about 11:30 pm local time
- Place
- Guntersville, Alabama · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N416HC · no longer on the register · serial E-2408
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS PROCEEDING TO HIS DESTINATION AT FLIGHT LEVEL 210, BETWEEN CLOUD LAYERS. HE WAS APPROACHING A CLOUD CELL, AND REQUESTED TO DEVIATE TO THE NORTH. THE PILOT NOTICED NOTHING ON HIS WEATHER RADAR, AND HE DECIDED TO CONTINUE ON COURSE AFTER A VFR AIRCRAFT AHEAD OF HIM REPORTED NO SIGNIFICANT TURBULENCE. AS HE ENTERED THE CLOUD FORMATION, THERE WAS 'ONE VERY HARD HIT OF TURBULENCE', WITH ASSOCIATED ICE AND HAIL. HE THEN LOST CONTROL OF THE AIRCRAFT. AFTER A LOSS OF ABOUT 10,000 FEET OF ALTITUDE, HE WAS ABLE TO REGAIN AIRCRAFT CONTROL. DURING THE RECOVERY, HE NOTICED THE AIRSPEED IN EXCESS OF 'RED LINE.' HE LANDED THE AIRPLANE AT A NEARBY AIRPORT WITHOUT FURTHER INCIDENT. AN FAA INSPECTOR DETERMINED THAT THE AIRCRAFT WAS STRUCTURALLY DAMAGED IN FLIGHT. NTAP RADAR DATA SHOWS THAT THE FLIGHT PENETRATED AN AREA OF HEAVY WEATHER RETURNS.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,600 hours in all; 102 in this make and model; 205 in the last 90 days; 105 in the last 30 days; 1,600 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 3,650 lb
- Landing gear: retractable
- Engine: Allison 250B17C (turboprop); 0 hours total
- Operator: Trees Unlimited, INC.
The flight
- Departed from: LIT Little Rock AR at 8:30 pm
- Destination: PDK Atlanta GA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: overcast at 11,000 ft; scat at 4,000 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
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.