Beech A36 accident near Oklahoma City, Oklahoma, April 25, 1996
On April 25, 1996 at about 5:09 pm local time, a Beech A36, registered N2558W, was destroyed in an accident near Oklahoma City, Oklahoma (Expressway Airpark airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's delay in aborting the landing and his failure to obtain/maintain sufficient airspeed during the aborted landing, which resulted in an inadvertent stall and collision with the terrain. Factors relating to the accident were: the pilot's improper interpretation of the recommended landing runway, his selection of the wrong runway, and the resultant tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 25, 1996 · about 5:09 pm local time
- Place
- Oklahoma City, Oklahoma · Expressway Airpark · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N2558W · registry record · serial E-2306
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot called a fixed base operator (FBO) on Unicom frequency about 10 miles from the airport (Expressway Airpark). He was informed that the winds were 'out of the north, favoring runway 02.' Later, the pilot was heard to announced a 'go-around from runway 20.' The FBO told the pilot that he was 'trying to land downwind, use runway 02' to which the pilot replied 'OK.' The pilot made another call 'going around at Expressway.' A flight instructor contacted the pilot and notified him that he was using the wrong runway. The pilot's reply was unclear. The pilot next reported on a 'left downwind for 02.' The FBO corrected the pilot and told him 'you are upwind, the winds are from the north, preferred runway is 02' to which the pilot replied 'runway zero two.' On the third approach, the airplane touched down beyond the midpoint of runway 20. After rolling for a few feet, the pilot applied power and the airplane climbed to approximately 50 feet above the ground. The landing gear and flaps were retracted as the airplane assumed an exaggerated nose high climb attitude. Witnesses reported that the airplane was 'waffling' as it continued southbound. Subsequently, the pilot lost control of the airplane, and it impacted the ground.
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: single-engine land; instrument: airplane
- Flight time: 425 hours in all; 330 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,060 hours
- Last inspection: annual inspection, May 3, 1995; 9 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550-B1 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TUL Tulsa OK at 4:29 pm
- Destination: 2EJ
- Flight plan: none
- Runway 2, 3,350 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 24 knots, gusting 29
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 5:38 pm from OKC, 12 miles away
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.