Beech A36 accident near Cullman, Alabama, August 2, 2024
On August 2, 2024 at about 4:40 pm local time, a 1976 Beech A36, registered N718FG, was substantially damaged in an accident during initial climb near Cullman, Alabama (Cullman Regional Airport/Folso). 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
The pilot’s decision to depart in an area of developing convective weather, which resulted in an unanticipated wind shift during the initial climb after takeoff, a loss of climb performance, and the subsequent forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 2024 · about 4:40 pm local time
- Place
- Cullman, Alabama · Cullman Regional Airport/Folso · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36, built 1976 · all A36s on the register
- Registration
- N718FG · no longer on the register · serial E858
- 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, during the initial climb following a takeoff from runway 20, the airplane encountered an abrupt, unanticipated wind shift. The airplane was unable to gain altitude during the initial climb and the pilot elected to land the airplane on the remaining runway. During the landing, the airplane touched down with its landing gear retracted, overran the departure end of the runway, and came to rest in a grassy area. The airplane sustained substantial damage to the fuselage during the accident. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. The surface weather observation reported at the airport about 5 minutes before the accident included wind from 200° at 12 knots, gusting to 18 knots, with thunderstorms noted in the vicinity and a remark of distant lightning from the west to northeast quadrants. The pilot stated that he was aware of the wind conditions and that during taxi he noted that the windsock validated the direction/speed. He also reported that it started to rain as he lined up on the runway for the takeoff. The weather conditions reported about 15 minutes after the accident included variable wind direction at a velocity of 5 knots with gusts to 28 knots, a visibility of ½ statute mile in heavy rain and thunderstorms, with lighting present in all quadrants. These weather observations surrounding the accident time were indicative of changing weather conditions associated with convective weather activity, which could include sudden wind shifts.
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
- Windshear or thunderstorm during initial climb defining event
- Abnormal runway contact during landing (flare/touchdown)
- Runway excursion during landing
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Wind › Sudden wind shift › Effect on operation
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Environmental issues › Conditions/weather/phenomena › Convective weather › Thunderstorm › Decision related to condition
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,444 hours in all; 264 in this make and model; 109 in the last 90 days; 36 in the last 30 days; 1,327 as pilot in command
- Last flight review: May 17, 2023
- Medical certificate: BasicMed (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,834 hours
- Last inspection: annual inspection, June 1, 2024
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 SER (piston); 3,834 hours total
The flight
- Destination: IKV Ankeny IA
- Flight plan: none
- Runway 20, 5,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: at 12 knots, gusting 18
- Visibility: 9 statute miles
- Sky: broken clouds at 5,500 ft
- Temperature: 88°F (31°C), dew point 77°F (25°C)
- Altimeter: 30.01 inHg
- Observation at 11:35 am from KCMD, 1 miles away
Weather report (METAR): KCMD 021635Z AUTO 20012G18KT 9SM VCTS BKN055 31/25 A3001 RMK AO2 LTG DSNT W-NE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
The 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
3 documents, released by the NTSB on December 19, 2024. 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 | NTSB Pilot/operator Aircraft Accident/incident Report (Form 6120.1) | PDF, 11 pages | View Download |
| 2 | Investigative Photographs | PDF, 3 pages · our copy | View Download |
| 3 | Memorandum for Record - Surface Weather Observations | PDF, 1 page | 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.