Beech E-55 accident near Broken Bow, Nebraska, March 28, 2012
On March 28, 2012 at about 6:13 pm local time, a Beech E-55, registered N1567W, was substantially damaged in an accident during approach (VFR pattern final) near Broken Bow, Nebraska (Broken Bow Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain airspeed and subsequent loss of airplane control during a single-engine landing approach. Contributing to the accident was the pilot's improper fuel management during cruise flight, which resulted in an initial loss of power in both engines and the subsequent single-engine approach after power was restored on only one engine.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 28, 2012 · about 6:13 pm local time
- Place
- Broken Bow, Nebraska · Broken Bow Municipal · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech E-55 · all E-55s on the register
- Registration
- N1567W · no longer on the register · serial TE-862
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that he noted an imbalance between the left and right main fuel tanks during cruise flight. He attempted to correct the imbalance by placing the left fuel selector in the crossfeed position so that both engines would receive fuel from the right main fuel tank. About 15 minutes after the pilot selected the crossfeed position, both engines lost power. When the pilot reset the left and right fuel selectors to the left main and the right auxiliary fuel tanks, respectively, the left engine regained power and the right engine began "surging." The pilot decided not to shut down the right engine and diverted to the nearest suitable airport. During final approach, the right engine lost power completely, and the airspeed decayed until it approached the airplane’s minimum control airspeed. When the airplane drifted right of the runway centerline, the pilot reduced power on the left engine in an attempt to maintain control. The airplane impacted an open field near the runway and a postimpact fire ensued. Postaccident examination revealed no airframe or engine anomalies consistent with a preimpact mechanical failure or malfunction. Both fuel selectors were positioned to their respective main fuel tanks. The pilot stated that the airplane was fully fueled before departure. The airplane fuel system was composed of two 37-gallon main fuel tanks and two 31-gallon auxiliary fuel tanks. The pilot stated that he had not used any of the fuel in the auxiliary tanks before the loss of engine power. The pilot's operating handbook noted that the crossfeed system was not to be used to transfer fuel from one tank to another or to balance fuel during flight. The simultaneous loss of engine power while both engines were receiving fuel from one fuel tank, the restoration of power on the left engine after switching fuel tanks, operation at or near the fuel endurance limit for the right main fuel tank, and the lack of anomalies identified during the engine exams are consistent with exhaustion of fuel in the right main tank.
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
What happened, in order
- Fuel starvation during enroute (cruise)
- Loss of engine power (total) during enroute (cruise)
- Off-field or emergency landing during emergency descent
- Loss of control in flight during approach (VFR pattern final) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- factor Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
- factor Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 257 hours in all; 23 in this make and model; 34 in the last 90 days
- Last flight review: March 22, 2012
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,691 hours
- Last inspection: annual inspection, September 15, 2011
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Cont Motor IO-520-CB (piston); 0 hours total
- Engine 2: Cont Motor IO 520 SERIES (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: DIK Dickinson ND at 3:53 pm
- Destination: RSL Russell KS
- Flight plan: VFR
- Runway 14, 4,203 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 13 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 36°F (2°C)
- Altimeter: 29.97 inHg
- Observation at 5:53 pm from BBW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.