Beech A36 accident near Shell Lake, Wisconsin, November 14, 1989
On November 14, 1989 at about 7:25 pm local time, a Beech A36, registered N1607W, was destroyed in an accident near Shell Lake, Wisconsin (Shell Lake Muni airport). It was a business flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S FAILURE TO PERFORM A MISSED APPROACH, HIS DESCENDING BELOW THE MINIMUM DESCENT ALTITUDE, AND HIS FAILURE TO MAINTAIN PROPER ALTITUDE TO AVOID IMPACT WITH THE TERRAIN. CONTRIBUTING TO THE ACCIDENT WAS THE PILOT-IN-COMMAND'S LACK OF TOTAL INSTRUMENT TIME, HIS LACK OF RECENT TOTAL EXPERIENCE, AND HIS LACK OF RECENT EXPERIENCE IN THIS TYPE OF OPERATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 1989 · about 7:25 pm local time
- Place
- Shell Lake, Wisconsin · Shell Lake Muni · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N1607W · no longer on the register · serial E-341
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AN NDB APPROACH WAS ATTEMPTED TO AN UNCONTROLLED AIRPORT DURING MODERATE SNOW CONDITIONS. VISIBILITY WAS REPORTED RESTRICTED IN SNOW SHOWERS BY AREA RESIDENTS AT THE TIME OF THE APPROACH. THE AIRCRAFT DESCENDED INTO A LAKE ADJACENT TO THE AIRPORT AND WAS DESTROYED. THE PILOT HAD RECEIVED A WEATHER BRIEFING WHICH INCLUDED THE POSSIBILITY OF SNOW SHOWERS. THERE IS NO INDICATION THAT THE PILOT ATTEMPTED TO PERFORM A MISSED APPROACH. WITNESS REPORTS INDICATE THAT THE AIRCRAFT HAD DESCENDED BELOW THE MINIMUM DESCENT ALTITUDE PRIOR TO IMPACT. THE PILOT HAD LIMITED TOTAL INSTRUMENT EXPERIENCE, A LACK OF RECENT TOTAL EXPEREINCE AND A LACK OF RECENT EXPERIENCE IN THIS TYPE OF OPERATION.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 469 hours in all; 302 in this make and model; 13 in the last 90 days; 1 in the last 30 days; 389 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,204 hours
- Last inspection: annual inspection, May 31, 1989; 27 hours since
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
The flight
- Departed from: FCM Minneapolis MN at 6:39 pm
- Destination: SSQ Shell Lake WI
- Flight plan: IFR
- Runway 31, 3,100 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 10 knots
- Sky: not recorded; not recorded
- Temperature: 36°F (2°C), dew point 28°F (-2°C)
- Altimeter: 29.00 inHg
- Observation at 7:00 pm from RIE, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.