Beech 58 accident near Munster, Indiana, March 10, 2007
On March 10, 2007 at about 1:20 am local time, a Beech 58, registered N332HA, was substantially damaged in an accident near Munster, Indiana (Lansing Municipal Airport). It was an executive or corporate flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
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.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 2007 · about 1:20 am local time
- Place
- Munster, Indiana · Lansing Municipal Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N332HA · no longer on the register · serial TH-683
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
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.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 492 hours in all; 28 in this make and model
- Last flight review: August 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: fatal
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,940 hours in all; 1,825 on instruments
- Last flight review: August 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 5,729 hours
- Last inspection: annual inspection, January 1, 2007
- Maximum gross weight: 5,400 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Teledyne Continental IO-520-C (piston); 0 hours total
- Engine 2: Teledyne Continental IO-520-CB (piston); 0 hours total
- Operator: S L Air International, LLC.
The flight
- Departed from: IGQ Lansing IL at 11:45 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 220° at 10 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 3,500 ft; scat at 2,200 ft
- Temperature: 54°F (12°C), dew point 48°F (9°C)
- Altimeter: 29.92 inHg
- Observation at 1:50 am from GYY, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.