Beech A36 accident near Slaton, Texas, March 5, 2010
On March 5, 2010 at about 10:30 pm local time, a Beech A36, registered N2036Y, was substantially damaged in an accident during enroute (cruise) near Slaton, Texas. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to the insufficient clamping force between the two crankcase halves and each cylinder to the crankcase.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 2010 · about 10:30 pm local time
- Place
- Slaton, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N2036Y · no longer on the register · serial E-1366
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While at 5,500 feet mean sea level, the pilot heard a loud explosion and the left front engine cowling blew open. Shortly thereafter the engine stopped producing power and the pilot executed a forced landing to a flat plowed field. The No. 2 cylinder was found separated from the engine crankcase. A postaccident engine teardown examination revealed that there had been an insufficient clamping force between the crankcase halves and between each cylinder and the crankcase. In particular, the No. 2 crankcase cylinder deck exhibited signatures consistent with the No. 2 cylinder vibrating back and forth before it exited the engine case. At the time of the accident, the engine had accumulated approximately 1,072 hours since major overhaul and 641 hours since a top overhaul.
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
- Loss of engine power (total) during enroute (cruise) defining event
- Loss of engine power (total) during emergency descent
- Off-field or emergency landing during landing
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Malfunction
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Flight time: 3,500 hours in all; 1,800 in this make and model; 30 in the last 90 days; 11 in the last 30 days
- Last flight review: March 28, 2009
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,834 hours
- Last inspection: annual inspection, August 1, 2009; 77 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor IO 550-B (piston); 0 hours total
The flight
- Departed from: LBB Lubbock TX at 9:20 pm
- Destination: RBD Dallas TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 7,000 ft
- Temperature: 70°F (21°C), dew point 36°F (2°C)
- Altimeter: 29.88 inHg
- Observation at 9:53 pm from LBB, 16 miles away
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.
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.