# NTSB CHI07FA084: Beech 58, N332HA, Munster, IN, March 10, 2007 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 9, 2007, 19:20 local (Mar 10, 2007, 01:20 UTC) - Place: Munster, IN - Coordinates: 41.532222, -87.509162 - Nearby events: https://openairdocs.org/map.md?lat=41.5322&lon=-87.5092&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report June 30, 2008 - Report: Approved by Office Director - Parties: Teledyne Continental Motors, Hartzell Propeller, Inc., Raytheon Aircraft, FAA, South Bend FSDO - NTSB case key (mKey): 65405 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI07FA084 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65405/pdf - Page: https://openairdocs.org/ntsb/CHI07FA084 ## Probable cause The fuel starvation for an undetermined reason which led to the loss of power on the left engine. Additional causes were the pilot's failure to maintain airspeed which led to his loss of control of the airplane. Factors in the accident were the flight instructor's inability to take remedial action because the airplane was not equipped with a full set of dual flight controls. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, approach - 1 engine - fluid,fuel - starvation (cause) - reason for occurrence undetermined (cause) - Loss of control - in flight, approach - airspeed - not maintained, pilot in command (cause) - aircraft control - not maintained, pilot in command (cause) - flight control system - other (contributing factor) - remedial action - not possible, pilot in command(cfi) (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The twin-engine airplane was destroyed and the two pilots fatally injured following a loss of control during an approach to land. Witnesses reported that the airplane struck the ground in a nose low, left wing low attitude. Some of the witnesses also reported that one of the airplane's engines was "sputtering." Interviews of family members of the two pilots indicated that the flight was for the purpose of instrument flight instruction. Examination of the airplane subsequent to the accident revealed that the airplane was equipped with a throw-over control yoke and that it was positioned in the left pilot position. The left engine fuel lines forward of the firewall contained no fuel. Both fuel selector handles and valves were found in the off position; however, the fuel selector panel had been displaced from the floor and determination of the in-flight position could not be made. Radar data for the accident flight showed that the airplane had flown a non-precision instrument approach to the airport. Communications with the flightcrew of another airplane showed that the accident airplane was in visual contact with other traffic and that the accident flightcrew planned to enter the airport traffic pattern. Radar data further showed that after starting a descent, the airplane continued to decelerate and its altitude continued to decrease until the end of the data. Examination of the data showed that the final calibrated airspeed of the airplane was about 87 knots. The airplane flight manual listed a landing approach speed of 96 knots, a minimum controllable airspeed of 81 knots and aircraft performance data showed an expected stall speed in a range between 69 knots and 113 knots, depending on the angle of bank and flap configuration. ## Factual narrative HISTORY OF FLIGHT On March 9, 2007, about 1920 central standard time, a Beech 58, N332HA, piloted by a commercial pilot, was destroyed upon impact with the ground during an approach for landing near Munster, Indiana. A flight instructor was also on-board and seated in the right seat. The Title 14 Code of Federal Regulations Part 91 flight was operating in visual meteorological conditions and was not on a flight plan. The pilot and instructor both sustained fatal injuries. The local flight originated at Lansing Municipal Airport (IGQ), Lansing, Illinois about 1745.A study of radar data obtained from the FAA revealed two separate tracks that could be associated with the accident airplane. The first track originated from IGQ and proceeded toward the Greater Kankakee Airport (IKK), Kankakee, Illinois, about 32 nautical miles south-southwest of IGQ. The recorded time of the initial radar return for this track coincided with the approximate time of departure of the accident airplane. The second track originated near IKK and proceeded toward IGQ. The recorded time of the final radar return for this track coincided with the reported time of the accident. In addition, the final radar return for this track related to a position about 0.25 nautical miles from the accident site. The ground track of the airplane for the flight from IKK to IGQ began with the airplane at 2,900 feet pressure altitude and a ground track of 278 degrees. The ground track showed the airplane approximately aligned with the departure end of runway 22 at IKK. The track showed that the airplane then made a climbing right turn to about 025 degrees to an altitude of 4,500 feet. At this point, the airplane was on a direct course to the Peotone (EON) Very High Frequency Omni-Directional Radio Range Tactical Air Navigation Aid (VORTAC). After passing the EON VORTAC, the airplane's ground track continued on a 025 degree direction for about 4 minutes before executing a turn to approximately 050 degrees. At this point the airplane was approximately aligned with the inbound course for the "VOR or GPS-A" instrument approach procedure for IGQ. The published inbound course for this approach is 044 degrees. About when the airplane began this turn, it also began a descent in altitude. The descent continued until the end of the recorded data. During the descent, the airplane's calibrated airspeed decreased from approximately 150 knots to 87 knots, and the altitude went from about 4,500 feet to 900 feet pressure altitude. During the last 36 seconds of the recorded data, the airplane turned to the right from 055 degrees to 115 degrees, the altitude decreased from 1,100 feet to 900 feet, and the calibrated airspeed decreased from 119 knots to 87 knots. The accident site was located about 0.25 miles and 070 degrees from the final recorded radar data point. Numerous ground witnesses were interviewed. Several witnesses near the accident site reported seeing the airplane on an easterly heading at a low altitude before it turned left toward the north and impacted the ground in a nose low, left wing low attitude. Some witnesses also reported hearing one of the airplane's engines "sputtering" before it impacted the ground. According to a family member of the left seat pilot, he had informed this family member that he would be flying with a co-worker on the evening of the accident. He stated that his co-worker was going to show him how to fly the airplane in inclement weather. A family member of the right seat pilot stated that he believed the right seat pilot flew the airplane during the accident flight at the request of either his co-worker (left seat pilot), or at the request of his employer. The family member did not believe that the right seat pilot would have volunteered due to the driving distance from his home to IGQ. Both pilots were employed by an air taxi operator located at IGQ. PERSONNEL INFORMATION The left seat pilot was 26 years old and held a commercial pilot certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings. He also held a flight instructor certificate with an airplane single-engine rating. The left seat pilot's most recent first class medical certificate was issued on August 14, 2006, and listed no restrictions. According to the left seat pilot's flight logbook, he had accumulated 492.1 hours of flight experience as of the last entry dated March 5, 2007. The logbook showed that the flight experience included 54.9 hours in multiengine airplanes and 28.1 hours in the same make and model as the accident airplane. The last flight entry indicated that three instrument approaches were flown in the accident airplane and that the flight was conducted with a safety pilot. The safety pilot listed in the logbook was also an employee of the air taxi operator that employed the two accident pilots. The right seat pilot was 26 years old and held an airline transport pilot certificate with airplane single-engine land and airplane multiengine land ratings. The single-engine rating was limited to commercial pilot privileges. The certificate also listed a type rating for Lear Jet airplanes. The pilot also held a flight instructor certificate with airplane single-engine, airplane multiengine, and instrument airplane ratings. The right seat pilot's most recent first class medical certificate was issued on October 31, 2006, and listed no restrictions. According to the right seat pilot's flight logbook, he had accumulated 3,940.4 hours of flight experience as of the last entry dated March 8, 2007. The logbook showed that the flight experience included 1,657.6 hours in multiengine airplanes and 1,825.1 hours of flight instruction given. AIRCRAFT INFORMATION The airplane was a 1975 Beech model 58 Baron, serial number TH-683. The airplane was a twin-engine monoplane of predominately aluminum construction. It was equipped to carry six occupants including the pilot and had retractable tri-cycle landing gear. According to the aircraft maintenance records, the most recent annual inspection was performed on January 11, 2007, and the airplane had accumulated 5,729.0 hours as of that date. The left engine was a Teledyne Continental Motors model IO-520-C, serial number 816875-R. This engine was rated to produce 285 Horsepower. Maintenance records showed that as of the annual inspection, the engine had accumulated 143.6 hours since its most recent overhaul. The overhaul was completed on December 27, 2005, and the engine was installed on the accident airplane on February 6, 2006. The right engine was a Teledyne Continental Motors model IO-520-CB, serial number 298759-R. This engine was also rated to produce 285 Horsepower. Maintenance records showed that as of the annual inspection, the engine had accumulated 673.0 hours since its most recent overhaul. The overhaul was completed on October 15, 2001, and the engine was installed on the accident airplane on November 12, 2001. METEOROLOGICAL INFORMATION At 1845, the recorded weather at IGQ was: winds from 210 degrees at 5 knots; temperature 9 degrees Celsius (C); dew point 7 degrees C; altimeter setting 29.90 inches of Mercury (Hg). All other data fields were recorded as missing. The 1945 recorded data for IGQ was missing data for all fields. The Gary/Chicago International Airport (GYY), located about 7 miles northeast of the accident site, recorded the weather conditions at 1854 as: wind from 140 degrees at 12 knots; visibility 7 miles; sky condition, scattered clouds at 6,500 feet, broken clouds at 9,000 feet, overcast clouds at 11,000 feet; temperature 13 degrees C; dew point 6 degrees C; altimeter setting 29.88 inches of Hg. At 1950, the GYY weather was: wind from 230 degrees at 10 knots; visibility 7 miles with light rain; sky condition, scattered clouds at 2,200 feet, broken clouds at 3,500 feet, overcast clouds at 4,300 feet; temperature 12 degrees C; dew point 9 degree ## Aircraft - Registration: [N332HA](https://openairdocs.org/deregistered/N332HA-2014-10-27), registration cancelled 2014-10-27, S/N TH-683, built 1975 (OpenAirDocs) - Reported make and model: Beech 58 - Registry model: [Beech 58](https://openairdocs.org/model/beech-58) (registry code 1152740) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: TH-683 - Airframe hours: 5729 - Engines: Teledyne Continental IO-520-C 285 horsepower reciprocating; Teledyne Continental IO-520-CB 285 horsepower reciprocating - Damage: Substantial damage - Flight: Executive/Corporate, Part 91 - Operator: S L Air International, LLC. - Registered owner: S L Air International, LLC. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 1, 2007 - Departed: IGQ, Lansing, IL - Airport: IGQ, Lansing Municipal Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 26; injuries: fatal; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review August 1, 2006; seat: left; flight hours: 492 total, 28 in this make and model - Flight instructor; age 26; injuries: fatal; commercial, airline transport, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review August 1, 2006; seat: right; flight hours: 3,940 total ## Weather - Conditions: Visual (VMC), Night - Wind: 220° at 10 knots - Visibility: 7 statute miles - Lowest ceiling: 3,500 ft broken - Temperature: 54 °F, dew point 48 °F - Altimeter: 29.92 inHg - Observed at: GYY, 7 nm away 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.