Beech A-36 accident near New Lebanon, Indiana, March 21, 1998
On March 21, 1998 at about 1:05 am local time, a Beech A-36, registered N1812A, was destroyed in an accident near New Lebanon, Indiana. It was a business flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's flight into known icing conditions. Contributing factors were the degraded aircraft performance, the pilot's inability to maintain the proper descent rate, trees, and the dark night condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 1998 · about 1:05 am local time
- Place
- New Lebanon, Indiana
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech A-36 · all A-36s on the register
- Registration
- N1812A · no longer on the register · serial E-1878
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The weather brief to the pilot indicated an Airmet was in effect for 'occasional to moderate rime or mixed icing along the entire route of flight.' The briefer reported to the pilot, '... what you'll be encountering affecting your route of flight is the wrap-around effect on that low pressure.' At 1949, the pilot requested to descend from 4,000 feet to 3,000 msl. At 1952, the pilot reported the airplane was accumulating ice, but did not think he could shed it. He requested to deviate to Terre Haute. The airplane was cleared to descend to 2,500 feet msl. At 2001, the pilot reported losing airspeed and requested to land at a closer airport. While on approach, the pilot reported, 'Heck, we're all over the place right now....' The airplane impacted a farm field at night, at a shallow angle of descent, with the landing gear down. The airplane wings impacted trees and the airplane was destroyed by fire. Engine and flight control continuity were confirmed.
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: 436 hours in all; 220 in this make and model; 71 in the last 90 days; 11 in the last 30 days; 356 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,401 hours
- Last inspection: annual inspection, October 22, 1997; 98 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: SDF Louisville KY
- Destination: ARR Aurora IL
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 360° at 11 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,200 ft; not recorded
- Temperature: 34°F (1°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.