Beech A36 accident near Austin, Texas, March 1, 2002
On March 1, 2002 at about 10:41 pm local time, a Beech A36, registered N7236L, was destroyed in an accident near Austin, Texas (Austin Bergstrom Intl airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed, resulting in a stall. Contributing factors were the low ceiling, fog, and the unforecast weather conditions..
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 1, 2002 · about 10:41 pm local time
- Place
- Austin, Texas · Austin Bergstrom Intl · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N7236L · no longer on the register · serial E-2268
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The instrument-rated private pilot received a preflight weather briefing from a flight service station, and was informed of light turbulence and a forecast of marginal VFR conditions becoming VFR at the destination airport near the estimated time of arrival. The flight departed and flew to the destination airport. Prior to beginning an ILS approach, the pilot was informed of IFR weather conditions, which consisted of a ceiling and visibility below the minimum prescribed altitudes for the approach. The pilot executed a stable ILS approach to the runway and, according to radar data, declared a missed approach at the decision height. The pilot was issued missed approach instructions at three separate times, and acknowledged the first two sets of instructions; however, did not respond to the final instruction to switch communication frequencies. Subsequently, the airplane was located on the airport property. Witness marks at the accident site and airplane crush angles were consistent with the airplane stalling prior to impacting the ground, and then a fire erupting. Examination of the airframe and engine, and their logbooks, did not reveal any pre-existing anomalies. Additionally, toxicological test results for the pilot revealed unquantified levels of dyphenhydramine (a sedating antihistamine).
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 682 hours in all; 210 in this make and model
- Last flight review: July 9, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,082.8 hours
- Last inspection: annual inspection, May 22, 2001
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550-B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PWA Oklahoma City OK at 7:58 pm
- Destination: AUS Austin TX
- Flight plan: IFR
- Runway 17L, 9,000 ft by 150 ft
Weather at the time
- Light: night, dark
- Visibility: 0.2 statute miles
- Sky: overcast at 100 ft
- Temperature: 57°F (14°C), dew point 57°F (14°C)
- Altimeter: 29.70 inHg
- Observation at 10:53 pm from AUS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.