Beech A36 accident near Blackshear, Georgia, March 17, 2024
On March 17, 2024 at about 12:25 pm local time, a 1987 Beech A36, registered N729CW, was substantially damaged in an accident during enroute (cruise) near Blackshear, Georgia. 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 catastrophic engine failure due to oil starvation, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 17, 2024 · about 12:25 pm local time
- Place
- Blackshear, Georgia · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36, built 1987 · all A36s on the register
- Registration
- N729CW · registry record · serial E-2390
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, as the flight was climbing through about 11,000 ft msl, he noticed a reduction in engine power, followed by a loss of oil pressure before the engine started to run rough and eventually seized. The pilot made a forced landing to a road; the airplane struck a tree while landing, resulting in substantial damage to the right wing and engine mounts. Postaccident examination of the engine revealed a hole in the top of the case along with a large amount of metallic debris in the oil sump. Although a large amount of residual oil was found inside the engine cowling, no oil was observed on the belly of the airplane. The oil filler cap was found secured. When the engine was disassembled, the camshaft was found sheared and there was extensive damage to the connecting rods, consistent with oil starvation. All of the oil ports were clear except for the No. 5 connecting rod journal, which was welded over from heat during the failure sequence. All of the oil line fittings were tight and pumps were found secure and operational. No mechanical deficiencies, leaks, or loose fittings were observed with the turbocharger. Based on the evidence, oil starvation likely resulted in the catastrophic engine failure and total loss of power; however, the reason for the oil starvation, such as a blockage or malfunction of the oil system, could not be determined due to extensive heat and mechanical damage.
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 enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft power plant › Power plant › (general) › Failure
- Aircraft › Fluids/misc hardware › Fluids › Oil › Not specified
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,195 hours in all; 458 in this make and model; 45 in the last 90 days; 18 in the last 30 days; 1,148 as pilot in command
- Last flight review: February 19, 2024
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,804 hours
- Last inspection: annual inspection, January 19, 2024; 33 hours since
- Maximum gross weight: 3,700 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-550-B (piston); 2,748 hours total
The flight
- Departed from: JAX Jacksonville FL at 11:53 am
- Destination: 1G0 Bowling Green OH
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 260° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 61°F (16°C)
- Altimeter: 29.93 inHg
- Observation at 8:35 am from KAYS, 20 miles away
Weather report (METAR): METAR KAYS 171235Z AUTO 26004KT 10SM CLR 17/16 A2993
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Front Left View of Airplane at Accident Site
Photograph 2 – Front View of Airplane
Photograph 3 – Front Right View of Airplane
Photograph 4 – Right Side View of Airplane
Photograph 5 – View of Engine and Damage to the Engine CaseThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on March 12, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | NTSB Memo for Record - Pilot | PDF, 2 pages | View Download |
| 3 | Investigation Photos | PDF, 6 pages · our copy | View Download |
| 4 | Engine Interface Module - Specialist's Email Report | PDF, 1 page | View Download |
| 5 | NTSB Engine Examination Report | PDF, 3 pages | View Download |
| 6 | Excerpts of Engine Maintenace Logbook | PDF, 6 pages | View Download |
| 7 | NTSB Memo for Record - NTSB Exam of Turbocharger Scavenge Line | PDF, 1 page | View Download |
| 8 | Turbocharger Exam Report - FAA | PDF, 2 pages | View Download |
| 9 | NTSB Memo for Record - Atlanta Air Salvage | PDF, 1 page | View Download |
| 10 | Release of Aircraft Wreckage, NTSB Form 6120.15 and Ecfs | PDF, 4 pages | View Download |
| 11 | Statement of Party Representatives to NTSB Investigation | PDF, 14 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.