Beech A36 accident near Glenpool, Oklahoma, October 17, 2007
On October 17, 2007 at about 7:02 pm local time, a Beech A36, registered N978TL, was destroyed in an accident near Glenpool, Oklahoma. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the airplane after departure, which resulted in a collision with power lines. A factor was the high winds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 17, 2007 · about 7:02 pm local time
- Place
- Glenpool, Oklahoma · map
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N978TL · no longer on the register · serial E-978
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot borrowed a friend's airplane and topped it off with fuel prior to departing on a cross country flight with four passengers. The pilot also obtained a weather briefing and was aware of the high winds that existed at the airport and that moderate turbulence was forecasted along his route of flight. After he departed, several witnesses reported that the airplane was having difficulty climbing and maintaining control. The airplane collided with a row of unmarked power lines located about 3.4 miles south of the runway; caught on fire, then fell to the ground, and burned. An estimated weight and balance calculation revealed that the airplane was under its published maximum gross weight (3,600 pounds) by approximately 130.5 pounds, and was within the center of gravity limitation for takeoff and slightly aft of the allowable center of gravity limits for landing at the intended destination. Examination of the engine and the airframe revealed that there were no mechanical deficiencies, and damage to the propeller blades was consistent with the propeller rotating under a condition of high power at the time of impact.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,500 hours in all; 50 in this make and model
- Last flight review: April 1, 2007
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,250 hours
- Last inspection: annual inspection, October 1, 2007; 2 hours since
- Maximum gross weight: 3,600 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520-BA(37) (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RVS Tulsa OK at 6:58 pm
- Destination: SGR Sugarland TX
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 190° at 16 knots, gusting 29
- Visibility: 10 statute miles
- Sky: broken clouds at 3,400 ft
- Temperature: 81°F (27°C), dew point 66°F (19°C)
- Altimeter: 29.45 inHg
- Observation at 6:53 pm from RVS, 3 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.