Beech A36 accident near Katy, Texas, February 20, 1996
On February 20, 1996 at about 5:45 pm local time, a Beech A36, registered N2TC, was substantially damaged in an accident near Katy, Texas (West Houston airport). 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
a loss of control due to pilot incapacitation for undetermined reasons. A factor related to the pilot's injuries was the lack of shoulder harness restraint.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 20, 1996 · about 5:45 pm local time
- Place
- Katy, Texas · West Houston · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N2TC · registry record · serial E-359
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After 35 minutes of uneventful flight at 5,500 feet MSL, the pilot contacted ATC to request a lower altitude due to 'not feeling very well.' During the next 45 minutes of flight inbound to his destination airport, he relayed to ATC controllers that he was feeling progressively worse. About 9 miles west of his destination, his radio transmissions were becoming increasingly labored, and he stated that he was 'in bad shape' and was experiencing 'blurred vision.' Subsequent to radar contact being lost, a pilot from another airplane witnessed the aircraft 'swerving back and forth very low to the ground.' He reported that the aircraft impacted the ground 'at cruise speed or faster.' Autopsy findings did not reveal evidence of a cardiac event. Toxicology tests for alcohol and carbon monoxide were negative. An inspection of the aircraft's heater and muffler systems did not reveal any defects. No hazardous or toxic materials were found within the wreckage. The cause of death was determined to be blunt force trauma to the head and chest. The pilot was not wearing a shoulder harness (not installed). After impact damage, there was occupiable volume within the forward cabin structure.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 18,000 hours in all; 500 in this make and model; 10 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,119 hours
- Last inspection: annual inspection, August 4, 1995; 99 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
The flight
- Departed from: SAT San Antonio TX at 4:35 pm
- Destination: IWS Houston TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 190° at 15 knots
- Visibility: 15 statute miles
- Temperature: 82°F (28°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
- Observation at 5:52 pm from IAH, 20 miles away
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.