Beech A36 accident near Sturtevant, Wisconsin, July 26, 2007
On July 26, 2007 at about 5:00 pm local time, a Beech A36, registered N613KP, was substantially damaged in an accident near Sturtevant, Wisconsin (Sylvania airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper decision to land with a tailwind, which resulted in an overrun during landing rollout. Factors contributing to the accident include the dirt pile and the tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2007 · about 5:00 pm local time
- Place
- Sturtevant, Wisconsin · Sylvania · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N613KP · no longer on the register · serial E-1575
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane overran runway 08 (2,272 feet by 33 feet, asphalt) and impacted terrain during landing. The pilot stated that when he attempted the first approach to runway 08, he "felt a little fast so went around and set up for short field approach." On the second approach the airplane landed "on or shortly after the numbers" and the pilot reported that the braking was "inadequate." The airplane overran the end of the runway and subsequently impacted a dirt pile. A witness reported that the pilot "landed with a tailwind" and that the "wind sock [was] fully extended." Wind conditions reported at various airports surrounding the accident site were from 250 to 260 degrees true at 7 to 9 knots. An examination of the braking system after the accident revealed no anomalies and all serviceable components were within operational limits.
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
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 700 hours in all; 250 in this make and model; 65 in the last 90 days; 16 in the last 30 days; 650 as pilot in command
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,850 hours
- Last inspection: annual inspection, January 1, 2007
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: OSH Oshkosh WI at 3:30 pm
- Destination: C89 Sturtevant WI
- Flight plan: IFR
- Runway 8R, 2,272 ft by 33 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 3 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 68°F (20°C)
- Altimeter: 29.95 inHg
- Observation at 4:53 pm from ENW, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.