Beech A36 accident near Ruleton, Kansas, August 17, 2012
On August 17, 2012 at about 6:45 pm local time, a Beech A36, registered N262EA, was substantially damaged in an accident during enroute (cruise) near Ruleton, Kansas. It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper installation of the wastegate controller O-ring, which resulted in a partial 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
- August 17, 2012 · about 6:45 pm local time
- Place
- Ruleton, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N262EA · registry record · serial E-3417
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after leveling off at a cruise altitude of 8,500 feet mean sea level, the pilot noted that the engine rpm increased to above its red line limit (2,700 rpm). The pilot was able to reduce power to 2,500 rpm but was unable to restore thrust and maintain altitude, so he made a forced landing in a nearby wheat field. During postaccident examination, the engine turbocharger controller was found covered with oil. Examination of an elbow fitting on the turbocharger wastegate control revealed that an O-ring was improperly installed and flattened, which allowed oil to seep out. When the O-ring was reseated and the elbow fitting torqued, no seepage was observed.
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
- Aircraft maintenance event during prior to flight
- Powerplant sys/comp malf/fail during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- cause Aircraft › Aircraft power plant › Turbocharging (recip only) › (general) › Incorrect service/maintenance
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,940 hours in all; 130 in this make and model; 80 in the last 90 days; 35 in the last 30 days; 2,510 as pilot in command; 105 on instruments
- Last flight review: September 22, 2011
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,032 hours
- Last inspection: annual inspection, December 11, 2011; 124 hours since
- Maximum gross weight: 3,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-550-B (piston); 0 hours total
The flight
- Departed from: KGLD Goodland KS at 7:30 pm
- Destination: KFMM Fort Morgan CO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 9 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 43°F (6°C)
- Altimeter: 30.12 inHg
- Observation at 7:52 pm from KGLD, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
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.