Piper PA-36 accident near Thomas, Oklahoma, May 9, 2008
On May 9, 2008 at about 10:10 pm local time, a Piper PA-36, registered N2368Y, was substantially damaged in an accident during initial climb near Thomas, Oklahoma (Thomas P Stafford airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 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
The disconnected throttle linkage resulting in the loss of engine power during takeoff-initial climb. A factor contributing to the accident was the muddy forced landing site.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 2008 · about 10:10 pm local time
- Place
- Thomas, Oklahoma · Thomas P Stafford · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-36 · all PA-36s on the register
- Registration
- N2368Y · no longer on the register · serial 36-8160020
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot had just departed for an aerial application flight when shortly after takeoff the airplane's engine lost power. The pilot reported that the engine seemed to go to idle, and that he was unable to restore power. During the forced landing, the airplane was substantially damaged. A postaccident inspection of the engine revealed that the bolt holding the throttle linkage to the fuel servo was missing. Because of the missing bolt, the throttle linkage became disconnected, and the pilot was unable to restore engine power.
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 initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- factor Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › (general) › Not specified
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Flight time: 20,537 hours in all; 1,500 in this make and model; 120 in the last 90 days; 70 in the last 30 days; 20,317 as pilot in command
- Last flight review: May 1, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 6,442 hours
- Last inspection: 100-hour inspection, April 1, 2008
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming IO-720 (piston); 0 hours total
The flight
- Departed from: Weatherford OK
- Destination: Thomas OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 040° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 52°F (11°C)
- Altimeter: 29.82 inHg
- Observation at 10:10 pm from KCLK, 15 miles away
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.