Beech E18S accident near Ypsilanti, Michigan, June 8, 1993
On June 8, 1993 at about 9:02 am local time, a Beech E18S, registered N51FG, was destroyed in an accident near Ypsilanti, Michigan (Willow Run airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S INADEQUATE PREFLIGHT PREPARATION, FALSE INDICATION (ON/OFF) OF ATTITUDE INDICATOR, AND ATTITUDE INDICATOR SWITCHED OFF. FACTORS WERE FOG, LOW CEILING, THE PILOT-IN-COMMAND'S IMPROPER USE OF THE ATTITUDE INDICATOR, AND HIS LACK OF TOTAL EXPERIENCE IN THE TYPE OF AIRPLANE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 8, 1993 · about 9:02 am local time
- Place
- Ypsilanti, Michigan · Willow Run · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech E18S · all E18Ss on the register
- Registration
- N51FG · registry record · serial BA-324
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS CONDUCTING HIS INITIAL REVENUE AND SOLO FLIGHT FOR THIS COMPANY, IN THIS TYPE OF AIRPLANE. THE WEATHER FOR TAKEOFF INCLUDED FOG AND LOW CEILINGS. THE AIRPLANE WAS EQUIPPED WITH A PRIMARY (LEFT) ATTITUDE INDICATOR WHICH WAS ELECTRICALLY OPERATED VIA AN INDEPENDENT SWITCH. THIS AIRCRAFT WAS THE ONLY SUCH AIRPLANE OPERATED BY THIS COMPANY, WITH AN INDEPENDENT SWITCH CONFIGURATION FOR THE PRIMARY ATTITUDE INDICATOR. THE AIRPLANE COLLIDED WITH THE TERRAIN ON THE AIRPORT, JUST AFTER TAKEOFF. SUBSEQUENT EXAMINATION REVEALED NO ANOMALIES WITH THE ENGINES OR AIRFRAME. THE PRIMARY ATTITUDE INDICATOR WAS LOCATED. ON EXAMINATION IT WAS FOUND TO HAVE A MALFUNCTIONING ON/OFF FLAG WHICH GAVE THE INDICATION OF BEING OPERATIVE REGARDLESS OF POWER TO THE UNIT. NO ROTATIONAL DAMAGE WAS NOTED WITHIN THE GYRO HOUSING.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,700 hours in all; 27 in this make and model; 1,100 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,916 hours
- Last inspection: approved inspection programme, May 13, 1993; 67 hours since
- Maximum gross weight: 11,500 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W PT6A-28 (turboprop); 0 hours total
- Fire on the ground
- Operator: Active Aero Charter, INC.
The flight
- Destination: SDF Louisville KY
- Flight plan: IFR
- Runway 23L, 7,526 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 130° at 4 knots
- Visibility: 0.2 statute miles
- Sky: not recorded
- Temperature: 59°F (15°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 9:05 am from YIP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N51FG the same tail number, which may have belonged to a different aircraft at the time
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.