Beech 58 accident near Tucson, Arizona, April 26, 1993
On April 26, 1993, a Beech 58, registered N158WB, was destroyed in an accident near Tucson, Arizona (Tucson airport). It was a personal 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 PILOTS IMPROPER PREFLIGHT INSPECTION, HIS FAILURE TO COMPELTELY SECURE THE AFT UTILITY DOOR, AND HIS FAILURE TO RECONFIGURE THE TRIM TABS TO A TAKEOFF SETTING. THE UTILITY DOOR'S SUDDEN OPENING JUST AFTER ROTATION AND THE EFFECT OF THE NOSE UP TRIM SETTING LED TO AN INADVERTENT STALL DURING THE TAKEOFF INITIAL CLIMB.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 1993
- Place
- Tucson, Arizona · Tucson · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N158WB · registry record · serial TH-396
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD RECENTLY PURCHASED THE TWIN ENGINE AIRPLANE AND HAD ACCUMULATED ABOUT 123 TOTAL HOURS OF MULTI ENGINE TIME, WITH ABOUT 115 HOURS IN THE ACCIDENT AIRPLANE. WITNESSES STATED THAT JUST AFTER ROTATION THE AIRPLANE PITCHED UP ABRUPTLY AND ROTATED TO THE RIGHT IMPACTING THE GROUND ABOUT 2000 FEET BEYOND THE APPROXIMATE POINT OF ROTATION AND ABOUT 1500 FEET TO THE RIGHT OF THE RUNWAY CENTER LINE. POST CRASH EXAMINATION OF THE WRECKAGE REVEALED THAT THE AFT UTILITY DOORS WERE UNLATCHED, WITH THE AFT DOOR ROTATED REARWARD AGAINST THE FUSELAGE AND THE EXTENSION LIMITING HINGES SHEARED AT THE HINGE PIN. THE ELEVATOR TRIM TABS WERE FOUND IN THE LANDING CONFIGURATION WITH TAB DEFLECTIONS AT ABOUT 9 DEGREES DOWN. THE RUDDER TRIM TAB WAS FOUND 20 DEGREES LEFT DEFLECTION. BOTH ENGINES WERE REMOVED TO AN ENGINE OVERHAUL FACILITY FOR DETAILED EXAMINATION. NO MECHANICAL DISCREPANCIES WERE FOUND AND POWER AND ROTATION SIGNATURES WERE EVIDENT. THE AIRPLANE WAS DEPARTING ON RUNWAY 11L FROM TAXIWAY 6 WITH A NINE KNOT TAILWIND AND 9950 FEET OF RUNWAY
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,090 hours in all; 123 in this make and model; 29 in the last 90 days; 5 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,310 hours
- Last inspection: annual inspection, April 6, 1992; 115 hours since
- Maximum gross weight: 5,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-C (piston); 0 hours total
- Fire on the ground
The flight
- Destination: SJC San Jose CA
- Flight plan: none
- Runway 11, 10,994 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 9 knots
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.