# NTSB ERA24LA143: Beech A36, N729CW, Blackshear, GA, March 17, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: March 17, 2024, 08:25 local (12:25 UTC) - Place: Blackshear, GA · Rural area - Coordinates: 31.3061, -82.2421 - Nearby events: https://openairdocs.org/map.md?lat=31.3061&lon=-82.2421&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report March 12, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, Continental - NTSB case key (mKey): 193952 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA24LA143 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193952/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193952 - Page: https://openairdocs.org/ntsb/ERA24LA143 ## Probable cause A catastrophic engine failure due to oil starvation, which resulted in a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Power plant](https://openairdocs.org/ntsb-findings/01057100): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Beech A36, 2 cases](https://openairdocs.org/ntsb-findings/01057100/cases.md?model=1151604), [All aircraft, 198 cases](https://openairdocs.org/ntsb-findings/01057100/cases.md) - [Fluids: oil](https://openairdocs.org/ntsb-findings/01071020): Aircraft › Fluids/misc hardware · Not specified (probable cause); cases with it: [Beech A36, 5 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md?model=1151604), [All aircraft, 174 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Beech A36, 56 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=1151604), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech A36, 78 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151604), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that, as the flight was climbing through about 11,000 ft msl, he noticed a reduction in engine power, followed by a loss of oil pressure before the engine started to run rough and eventually seized. The pilot made a forced landing to a road; the airplane struck a tree while landing, resulting in substantial damage to the right wing and engine mounts. Postaccident examination of the engine revealed a hole in the top of the case along with a large amount of metallic debris in the oil sump. Although a large amount of residual oil was found inside the engine cowling, no oil was observed on the belly of the airplane. The oil filler cap was found secured. When the engine was disassembled, the camshaft was found sheared and there was extensive damage to the connecting rods, consistent with oil starvation. All of the oil ports were clear except for the No. 5 connecting rod journal, which was welded over from heat during the failure sequence. All of the oil line fittings were tight and pumps were found secure and operational. No mechanical deficiencies, leaks, or loose fittings were observed with the turbocharger. Based on the evidence, oil starvation likely resulted in the catastrophic engine failure and total loss of power; however, the reason for the oil starvation, such as a blockage or malfunction of the oil system, could not be determined due to extensive heat and mechanical damage. ## Factual narrative On March 17, 2024, at 0825 eastern daylight time, a Beech A36 airplane, N729CW, was substantially damaged when it was involved in an accident near Blackshear, Georgia. The private pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported a reduction in engine power and an inability to climb as he was ascending through 11,000 ft mean sea level. The pilot observed a loss of oil pressure followed by a rough running engine that eventually seized. The pilot made a forced landing to a rural road and impacted a tree, which resulted in substantial damage to the right wing and engine mounts. A review of photographs taken by first responders revealed a large amount of residual oil on the inside of the engine cowling. The pilot reported that he checked the oil before departure and added 1 quart of oil to the 11 quarts present, for a total of 12 quarts. After the accident, the airplane was relocated to a secured facility and the engine and turbocharger were removed from the airframe by salvage personnel and shipped to Continental Aerospace Technologies, Mobile, Alabama, for further examination. The mechanic who removed the turbocharger reported there were no loose fittings or oil leaks observed when the turbocharger was removed. On a subsequent visit to the salvage facility by NTSB personnel, the turbocharger’s oil scavenge line was examined and found clear of debris. There were no leaks or residual oil observed on the belly of the airplane. The turbocharger was disassembled and inspected. The internal components, including the rotor assembly, bearings, and housing, showed no evidence of damage and were covered in a thick coat of oil and debris. No mechanical deficiencies were observed that would have precluded normal operation. Examination of the engine revealed a large hole in the top of the crankcase between the No. 3 and No. 4 cylinders. The crankshaft was seized and could not be manually rotated. The oil filler cap was secure to the engine. The oil sump was filled with a large amount of metallic debris including a connecting rod and lifters. The oil scavenger pump and the oil pump were removed and rotated manually. Both pumps were disassembled and no mechanical deficiencies were observed. Disassembly of the engine revealed multiple failed and heavily damaged connecting rods; indications of overheating consistent with oil starvation were found on the Nos. 2 through 5 connecting rods. The Nos. 4 and 5 connecting rods exhibited the most damage and both released from the crankshaft. The camshaft was also sheared and the No. 4 push rods were bent. All of the oil ports were clear except for the No. 5 connecting rod journal, which was blocked, consistent with having been welded over from heat during the failure sequence. The crankshaft would not rotate due to internal damage of the engine; thus, compression and engine timing could not be established. The airplanewas equipped with a Garmin GEA-24 engine indicating system; however, the unit did not have recording capability and no engine data was recovered from the device. Review of the engine’s maintenance logs indicated that, at the time of the accident, the total operational time of the engine was 2,748 hours. The engine had undergone a major overhaul 871 operational hours before the accident. ## Aircraft - Registration: [N729CW](https://openairdocs.org/aircraft/N729CW), registered now, S/N E-2390, built 1987 (OpenAirDocs) - Reported make and model: BEECH A36 - Registry model: [Beech A36](https://openairdocs.org/model/beech-a36) (registry code 1151604) (OpenAirDocs) - Registry engine: [Continental IO-550 series](https://openairdocs.org/engine/continental-io-550-series) (registry code 17042, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: E-2390 - Year built: 1987 - Airframe hours: 3804 - Engines: Continental IO-550-B 300 hp reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 19, 2024, 33 hours before - Departed: JAX, Jacksonville, FL - Destination: 1G0, Bowling Green, OH - Flight plan: IFR - Equipment: Data recorder, Auto-pilot, ADS-B, Stall warning system, Onboard weather, Electronic primary flight display, Electronic multifunction display, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review February 19, 2024; seat: left; restraint: 3-point; flight hours: 1,195 total, 458 in this make and model, 1,148 as pilot in command, 45 in the last 90 days, 18 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 260° at 4 knots - Visibility: 10 statute miles - Temperature: 63 °F, dew point 61 °F - Altimeter: 29.93 inHg - Observed at: KAYS, 20 nm away - METAR: METAR KAYS 171235Z AUTO 26004KT 10SM CLR 17/16 A2993 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20240317014269A](https://openairdocs.org/incident/20240317014269A), Mar 17, 2024: Beech A36, Blackshear, GA, Substantial damage. [privacy data omitted] Pilot provided the following statemtent: IFR flight plan from kjax to 1G0. Departed at 7:53 am EST. Climbing through 11,000 feet to… ## Docket (11 files) The files NTSB released with the investigation on March 12, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193952. 16.4 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19540367&FileExtension=pdf&FileName=6120%20Final_Redacted-Rel.pdf - NTSB memo for record - pilot (item 2, PDF, 2 pages, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19540465&FileExtension=pdf&FileName=NTSB%20Memo%20for%20Record%20-%20Pilot-Rel.pdf - Investigation photos (item 3, PDF, 6 pages, 5 photos, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19540122&FileExtension=pdf&FileName=Investigation%20Photos%20-%20On-Scene-Rel.pdf - Engine interface module - specialist's email report (item 4, PDF, 1 page, 1 photo, 135 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17779455&FileExtension=pdf&FileName=ERA24LA143_GARMIN_FINAL-Rel.pdf - NTSB engine examination report (item 5, PDF, 3 pages, 817 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19541314&FileExtension=pdf&FileName=NTSB%20Engine%20Exam%20Report-Rel.pdf - Excerpts of engine maintenace logbook (item 6, PDF, 6 pages, 6.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19540682&FileExtension=pdf&FileName=Engine%20Maintenance%20Records_Redacted-Rel.pdf - NTSB memo for record - NTSB exam of turbocharger scavenge line (item 7, PDF, 1 page, 122 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19989077&FileExtension=pdf&FileName=NTSB%20Memo%20for%20Record%20-%20NTSB%20Exam%20Scavenge%20Line-Rel.pdf - Turbocharger exam report - FAA (item 8, PDF, 2 pages, 94 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19994547&FileExtension=pdf&FileName=FAA%20TurboCharger%20Exam%20Report_Redacted-Rel.pdf - NTSB memo for record - atlanta air salvage (item 9, PDF, 1 page, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19540141&FileExtension=pdf&FileName=NTSB%20Memo%20for%20Record%20-%20Atlanta%20Air%20Recovery-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 and ecfs (item 10, PDF, 4 pages, 432 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19540181&FileExtension=pdf&FileName=NTSB%20Wreckage%20Release%20and%20ECFs_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation (item 11, PDF, 14 pages, 4.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19653539&FileExtension=pdf&FileName=NTSB%20Party%20Form%20Signed_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.