Beech A36 accident near Grand Rapids, Minnesota, June 9, 2008
On June 9, 2008 at about 1:30 am local time, a Beech A36, registered N7214Y, was substantially damaged in an accident during enroute near Grand Rapids, Minnesota (Grand Rapids/Itasca County airport). It was a personal 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
A loss of engine thrust due to the propeller separating from the aircraft as a result of fatigue failure of the propeller attachment bolts caused by the insufficient torque of the bolts during installation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 2008 · about 1:30 am local time
- Place
- Grand Rapids, Minnesota · Grand Rapids/Itasca County · 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
- N7214Y · no longer on the register · serial E-2169
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that about 40 minutes into the flight he heard a loud noise followed by a rapid deceleration of the engine, and then a "distinct bang." The windshield was immediately covered with a film of oil, completely obstructing forward visibility. He established a descent at best glide airspeed and established a course for the nearest suitable airport. During the descent, the engine continued to run rough and smoke entered the cockpit. It became apparent to the pilot that he did not have enough altitude to reach the airport. He attempted to increase engine power in order to slow the descent; however, the engine seized shortly afterward. He set up for a forced landing to a clearing adjacent to a set of power lines. During the forced landing, the airplane impacted trees and a utility pole, which separated the left tip tank and left aileron from the airframe. The airplane slid approximately 50 feet and came to rest upright. A postaccident inspection revealed that the propeller assembly had separated from the engine propeller flange. The propeller flange appeared intact. The propeller assembly was not recovered. Two propeller bolt fragments and one propeller alignment pin fragment were recovered from the engine cowling. Examination of the fracture surfaces revealed features consistent with reverse bending fatigue cracking. In addition, the washer faces of both nuts were worn and polished consistent with relative movement against the crankshaft flange. Maintenance records indicated that the propeller spinner bulkhead was replaced approximately one year prior to the accident in order to comply with a manufacturer's service letter. At the time of the accident, the propeller assembly had accumulated 1,906 hours total time in service, with 235 hours since replacement of the spinner bulkhead. About 531 hours had accumulated since overhaul of the propeller assembly.
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
- Powerplant sys/comp malf/fail during enroute
- Part(s) separation from AC during enroute defining event
- Off-field or emergency landing during landing
The NTSB's findings
- cause Aircraft › Aircraft propeller/rotor › Propeller system › Propeller assembly › Fatigue/wear/corrosion
- cause Aircraft › Aircraft propeller/rotor › Propeller system › Propeller assembly › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › Installation › Not specified
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,232 hours in all; 162 in this make and model; 28 in the last 90 days; 15 in the last 30 days; 1,119 as pilot in command
- Last flight review: March 28, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,214 hours
- Last inspection: annual inspection, March 21, 2008; 49 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550-B1F (piston); 0 hours total
The flight
- Departed from: INL International F MN
- Destination: FCM Minneapolis MN
- Flight plan: IFR
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 6,500 ft
- Temperature: 59°F (15°C), dew point 54°F (12°C)
- Altimeter: 29.75 inHg
- Observation at 1:35 am from GPZ, 2 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.