Beech 77 accident near Odessa, Texas, March 1, 2018
On March 1, 2018, a 1979 Beech 77, registered N6699B, was substantially damaged in an accident during initial climb near Odessa, Texas (Odessa Airport-Schlemeyer Fld). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot’s improper takeoff procedures and his failure to abort the takeoff, which resulted in an aerodynamic stall and subsequent impact with terrain. Contributing to the accident was the pilot’s lack of experience in the airplane.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 1, 2018
- Place
- Odessa, Texas · Odessa Airport-Schlemeyer Fld · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 77, built 1979 · all 77s on the register
- Registration
- N6699B · no longer on the register · serial WA-40
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot had no flight time in the accident airplane make and model before his personal flight in the airplane. He said that he looked over the pilot's operating handbook (POH), performed a preflight inspection with the owner, and then obtained fuel and performed an engine run-up; no anomalies were noted. During the takeoff roll, the pilot began rotation about 1/2 of the way down the 6,200-ft-long runway at 49 knots, which was below the airplane's rotation speed and stall speed. The pilot stated that he continued the takeoff, and upon lift-off, the airplane's "acceleration and power started to disappear." He lowered the airplane's nose to increase airspeed as the airplane approached the departure end of the runway and then raised the nose gradually, but the stall warning horn sounded; he aborted the climb and executed a slight right bank turn to remain over the airport. He indicated that the stall warning horn sounded, and the airplane "dropped from the sky." Postaccident examination of the airplane revealed that the propeller blade damage was consistent with the engine producing power at the time of impact. There was no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. According to the takeoff performance chart in the POH, at gross weight, the airplane's takeoff distance ground roll and takeoff distance over a 50-ft obstacle were about 900 ft and 1,350 ft, respectively. Thus, sufficient runway remained had the pilot elected to abort the takeoff when the airplane exceeded its takeoff ground distance roll. According to the Federal Aviation Administration Airplane Flying Handbook, before takeoff, pilots should identify a point along the runway at which the airplane should be airborne; if the airplane is not airborne by that point, the pilot should take immediate action to discontinue the takeoff.
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
- Miscellaneous/other during takeoff
- Loss of control in flight during initial climb defining event
- Aerodynamic stall/spin during initial climb
- Attempted remediation/recovery during uncontrolled descent
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
- Aircraft › Aircraft handling/service › Maintenance/inspections › Time limits › Not inspected
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 348 hours in all; 0.1 in this make and model; 5 in the last 90 days; 0 in the last 30 days; 308 as pilot in command
- Last flight review: December 29, 2016
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, January 1, 2016
- Maximum gross weight: 1,680 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-235 (piston); 0 hours total
The flight
- Departed from: ODO Odessa TX
- Destination: ODO Odessa TX
- Flight plan: none
- Runway 29, 6,200 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 14 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 10,000 ft
- Temperature: 66°F (19°C), dew point 32°F (0°C)
- Altimeter: 29.80 inHg
- Observation at 11:53 pm from ODO
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN18LA114.