Beech A36 accident near Courtland, Alabama, April 21, 1999
On April 21, 1999 at about 9:43 pm local time, a Beech A36, registered N769LW, was substantially damaged in an accident near Courtland, Alabama (Industrial Airpark airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of maintenance personnel from Signature Flight Support to assure that a cotter pin was installed at the air throttle assembly lever following installation of the overhauled fuel control valve onto the overhauled engine. This resulted in the partial loss of engine power due to the failure of the pilot to adjust the throttle control. A factor in the accident was the premature extension by the pilot of the landing gear which reduced the glide distance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 21, 1999 · about 9:43 pm local time
- Place
- Courtland, Alabama · Industrial Airpark · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N769LW · no longer on the register · serial E1028
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight, throttle response was not possible and the engine rpm decreased to near idle. While descending for a forced landing with the landing gear extended, the pilot later stated that he could not recall the last several thousand feet of the descent. The airplane collided with trees then the ground. Postaccident examination of the airplane revealed a castellated nut which secures a lever onto the throttle plate shaft was loose by 10.5 turns of the 6 sided nut; no cotter pin was found. This condition would not allow movement of the throttle plate shaft with movement of the throttle control. Postaccident, the engine was removed from the airplane, placed in a test cell, and found to operate normally. Following collapse of the nose landing gear August 1998, the engine and fuel control valve were overhauled. Following the engine overhaul, the engine was test run. The air throttle assembly was then removed for shipping, the lever was loosened, and the engine and boxed air throttle assembly were shipped to where the airplane was being repaired. The air throttle assembly was installed on the engine which was installed into the airplane. The engine was then run and no engine related discrepancies were noted.
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, private
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 1,597 hours in all; 15 in the last 90 days; 13 in the last 30 days; 1,395 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 11, 1998; 74 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
The flight
- Departed from: M44 Houston MS at 9:00 pm
- Destination: HSV Huntsville AL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 200° at 18 knots, gusting 22
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 9:56 pm from HSV, 27 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.