Beech A36 accident near Brady, Texas, September 30, 1995
On September 30, 1995 at about 3:38 am local time, a Beech A36, registered N836AA, was destroyed in an accident near Brady, Texas (Curtis Field). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper decision to attempt a night landing without the visual cues necessary to establish runway alignment. Factors were the dark night light condition, the inoperative runway edge lights, and the failure of airport management to issue a NOTAM that the airport was closed to night operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 30, 1995 · about 3:38 am local time
- Place
- Brady, Texas · Curtis Field · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N836AA · registry record · serial E-1187
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a dark night visual approach to an unlighted airport, the airplane collided with a 50-foot tall pole, which was part of the antenna for a nondirectional radio beacon (NDB). The FAA aeronautical study for the installation of the NDB determined that the antenna was not a hazard to air navigation and did not require obstruction lighting. Airport personnel reported the runway lights and rotating beacon had been turned off to close the airport to night operations the night of 9/29; however, a Notice to Airmen (NOTAM) was not filed. Prior to initiating the flight, the pilot received a weather briefing during which he specifically requested NOTAMs on the airport and was informed that none were on file. Witnesses observed the airplane circle the airport 'two or three times' before entering a descent 'like it was going to land.' Toxicological testing detected doxylamine (Unisom), which is not approved for use while flying, in the pilot's urine. Dextromethorphan (an expectorant), pseudoephedrine and phenlypropanolamine (decongestants) were detected in the pilot's blood and urine.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,544 hours in all; 9 in this make and model; 41 in the last 90 days; 21 in the last 30 days; 4,581 as pilot in command; 966 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,359 hours
- Last inspection: 100-hour inspection, August 21, 1995; 54 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BA12 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: BWD Brownwood TX at 3:18 am
- Destination: BBD
- Flight plan: none
- Runway 17, 4,000 ft by 75 ft
Weather at the time
- Light: night, dark
- Wind: from 180° at 3 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.