Beech A36 accident near Mcalester, Oklahoma, September 15, 2017
On September 15, 2017 at about 9:20 pm local time, a 1977 Beech A36, registered N18403, was substantially damaged in an accident during approach near Mcalester, Oklahoma (Mcalester Regional Airport). 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
A total loss of engine power for reasons that could not be determined because postaccident examination of the engine did not reveal any evidence of mechanical malfunctions or failures 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
- September 15, 2017 · about 9:20 pm local time
- Place
- Mcalester, Oklahoma · Mcalester Regional Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36, built 1977 · all A36s on the register
- Registration
- N18403 · registry record · serial E-1120
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot stated that the flight originated with full fuel tanks. About 8 minutes after takeoff, he noticed fuel leaking from the left fuel tank cap for a short period. The pilot continued the flight, switching fuel tanks every 25 minutes. The flight continued uneventfully until the engine lost total power while the airplane was entering the downwind leg to land. The pilot switched fuel tanks and attempted to restart the engine to no avail. The pilot performed a forced landing in a field; the airplane touched down hard and contacted a hay bale, which resulted in substantial damage to the wings and compromised the fuel system. Postaccident examination of the main fuel tank caps revealed the O-rings were cracked. Maintenance records showed that the O-rings were replaced about 17 months before the accident. Although it is unknown how much fuel leaked from the fuel cap during the flight, the pilot reported that, about 50 minutes before the accident, both fuel tanks were indicating about 3/4 full; thus, it is doubtful that enough fuel would have leaked to result in fuel exhaustion. A postaccident engine test run was conducted with the fuselage strapped down on a trailer; an alternate fuel system was rigged to both the left and right fuel inlet lines at the fuselage. The engine started without hesitation and ran smoothly up to 1,500 rpm using the left fuel tank inlet. The test was repeated using the right fuel tank inlet, and the engine performed in the same manner. The rpm was not increased any higher due to the security of the fuselage during the test. Postaccident examination of the engine did not reveal evidence of preimpact malfunctions or failures that would have precluded normal operation; thus, the reason for the loss of engine power could not be determined.
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 approach defining event
- Hard landing during landing (flare/touchdown)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Object/animal/substance › (general) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 508 hours in all; 72 in this make and model; 47 in the last 90 days; 9 in the last 30 days; 326 as pilot in command
- Last flight review: September 7, 2017
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,515 hours
- Last inspection: annual inspection, August 16, 2017; 15 hours since
- Maximum gross weight: 3,651 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 300 hours total
The flight
- Departed from: UVA Uvalde TX at 6:57 pm
- Destination: MLC Mcalister OK
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 160° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 66°F (19°C)
- Altimeter: 29.87 inHg
- Observation at 7:53 pm from MLC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on December 6, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Airframe and Engine Exam | PDF, 4 pages | View Download |
| 3 | Engine Monitor - Specialist's Factual Report | PDF, 1 page | View Download |
| 4 | Fuel Flow Monitor - Specialist's Factual Report | PDF, 2 pages | View Download |
| 5 | Record of Conversation | PDF, 2 pages | View Download |
| 6 | Aircraft Logbook Entry | PDF, 1 page | View Download |
| 7 | Fuel Receipt | PDF, 1 page | View Download |
| 8 | Statement of Party Representatives to NTSB Investigation | PDF, 3 pages | View Download |
| 9 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 10 | Video | MOV file | Download |
| 11 | Photos | PDF, 5 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.