Beech A36 accident near Blakely Island, Washington, September 21, 1992
On September 21, 1992 at about 6:06 pm local time, a Beech A36, registered N144PT, was substantially damaged in an accident near Blakely Island, Washington (Blakely Island airport). It was a ferry flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
THE REMOVAL OF THE CONTROL GUST LOCK WAS NOT PERFORMED. FACTORS TO THE ACCIDENT WERE: INADEQUATE PREFLIGHT, THE CHECKLIST WAS NOT USED, AND THE CONTROL GUST LOCK MARKING FLAG WAS GONE DUE TO PREVIOUS DAMAGE.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 21, 1992 · about 6:06 pm local time
- Place
- Blakely Island, Washington · Blakely Island · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N144PT · registry record · serial E-200
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AT THE BEGINNING OF THE FLIGHT, DURING THE TAKEOFF GROUND RUN, THE PILOT REALIZED THAT HE HAD NOT REMOVED THE AIRPLANE'S CONTROL GUST LOCK. THE PILOT WAS UNABLE TO STOP THE AIRPLANE BEFORE IT TRAVELLED OFF THE END OF THE RUNWAY, COLLIDED WITH A FENCE AND CAME TO REST PARTIALLY SUBMERGED IN THE BAY NORTH OF THE AIRSTRIP. THE PILOT REPORTED THAT THE AIRPLANE WAS NORMALLY KEPT IN A HANGAR AND THAT THE GUST LOCK WAS NOT USED. THE DAY BEFORE THE ACCIDENT, ANOTHER PILOT HAD FLOWN THE AIRPLANE AND LEFT IT OUTSIDE THE HANGAR, AND HAD INSTALLED THE GUST LOCK. THE LOCK THAT WAS USED WAS JUST THE PIN, AS THE RED CAUTION FLAG HAD PREVIOUSLY BROKEN OFF. THE PILOT DID NOT SEE THAT THE PIN WAS INSTALLED DURING THE PREFLIGHT INSPECTION. THE PILOT ALSO REPORTED THAT HE DID NOT USE A CHECKLIST AND AT NO TIME DURING THE PREFLIGHT INSPECTION DID HE CHECK FOR FREEDOM OF MOVEMENT OF THE FLIGHT CONTROLS.
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 sea; single-engine land; instrument: airplane
- Flight time: 11,420 hours in all; 150 in this make and model; 250 in the last 90 days; 75 in the last 30 days; 11,162 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,777 hours
- Last inspection: annual inspection, March 20, 1992; 75 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BA6 (piston); 0 hours total
- Operator: P.J. Taggares Company
The flight
- Departed from: S08 at 6:06 pm
- Destination: 6WA4 Othello WA
- Flight plan: none
- Runway 1, 2,000 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 3 knots
- Visibility: 15 statute miles
- Sky: scat at 20,000 ft
- Temperature: 57°F (14°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 5:58 pm from FHR, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA92LA211.