Beech A36 accident near Cordova, Illinois, March 23, 2013
On March 23, 2013 at about 6:52 pm local time, a Beech A36, registered N6038R, was substantially damaged in an accident during maneuvering near Cordova, Illinois. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power for reasons that could not be determined because a postaccident test run of the engine revealed no mechanical failures or malfunctions that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 23, 2013 · about 6:52 pm local time
- Place
- Cordova, Illinois · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N6038R · no longer on the register · serial E-1482
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Before departure, the pilot conducted a preflight inspection of the airplane and noted no anomalies. The pilot reported that, about 10 minutes after reaching cruise altitude, the engine "coughed" and began to lose power. He stated that he switched fuel tanks and attempted to regain engine power but that the engine could not produce enough power to maintain altitude. Unable to reach an airport, the pilot chose to perform a forced landing to a field, during which the airplane impacted power lines, and a portion of the right wing separated. During the postaccident test run of the engine, no mechanical failures or malfunctions were revealed that would have precluded normal operation.
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 maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,402 hours in all; 16 in this make and model; 1,329 as pilot in command
- Last flight review: September 6, 2012
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,762 hours
- Last inspection: annual inspection, January 16, 2013
- Seats: 5
- Landing gear: retractable
- Engine: Continental Motors Inc IO-520BB-37B (piston); 0 hours total
The flight
- Departed from: DVN Davenport IA at 6:15 pm
- Destination: SQI Sterling IL
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 18°F (-8°C)
- Altimeter: 30.09 inHg
- Observation at 6:52 pm from MLI
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.