Beech A36 accident near Franklin, Tennessee, May 18, 1995
On May 18, 1995 at about 1:15 am local time, a Beech A36, registered N48MR, was substantially damaged in an accident near Franklin, Tennessee. It was a business flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S IMPROPER USE OF THE THROTTLE WHICH RESULTED IN THE LOSS OF ENGINE POWER. THE PILOT ALSO FAILED TO FOLLOW EMERGENCY PROCEDURES TO RESTART THE ENGINE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 1995 · about 1:15 am local time
- Place
- Franklin, Tennessee · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N48MR · registry record · serial E-2229
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during a descent from 8000 feet to 2500 feet approaching the destination airport, the throttle was left at the idle power setting. Upon reaching the assigned altitude, the pilot advanced the throttle, with no increase in engine RPM. The descent checklist warns the pilot to avoid prolonged engine idle power settings. There was no indication that the pilot checked engine RPM during the descent. The pilot stated that he completed the emergency checklist for the engine out, but, failed to place the fuel boost pump in the high position, in accordance with the emergency procedure. The pilot selected a forced landing area, and established an emergency descent. The airplane touched down in a tail low attitude and collided with the ground. The engine examination failed to disclose a mechanical problem. Approximately 17 gallons of usable fuel were recovered from the fuel system.
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: 369 hours in all; 107 in this make and model; 72 in the last 90 days; 21 in the last 30 days; 252 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,323 hours
- Last inspection: annual inspection, July 6, 1994; 294 hours since
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: TPA Tampa FL at 8:30 pm
- Destination: JWN Nashville TN
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 12,000 ft; not recorded
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 1:50 am from BNA, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N48MR 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.