Beech 58P accident near Pacoima, California, January 22, 1993
On January 22, 1993 at about 9:36 pm local time, a Beech 58P, registered N4458S, was substantially damaged in an accident near Pacoima, California (Whiteman airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S POORLY PLANNED APPROACH, HIS USE OF AN EXCESSIVE AIRSPEED ON FINAL APPROACH AND HIS IMPROPER USE OF THE BRAKES. A FACTOR IN THE ACCIDENT WAS HIS LIMITED EXPERIENCE IN BOTH MULTI ENGINE AND IN THE ACCIDENT AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 1993 · about 9:36 pm local time
- Place
- Pacoima, California · Whiteman · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58P · all 58Ps on the register
- Registration
- N4458S · registry record · serial TJ58
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACCIDENT WAS WITNESSED BY BOTH AIR TRAFFIC CONTROLLERS IN THE TOWER CAB AND VARIOUS PILOTS AND MECHANICS AT THE AIRPORT. ACCORDING TO THEIR OBSERVATIONS, THE AIRCRAFT'S FINAL APPROACH WAS 'HOT, HIGH AND LONG.' THE AIRCRAFT TOUCHED DOWN ABOUT TWO THIRDS OF THE WAY DOWN THE RUNWAY AND SHORTLY THEREAFTER BEGAN TO SKID. THE AIRCRAFT BEGAN TO SKID SIDEWAYS AND A MAIN LANDING GEAR COLLAPSED. THE PILOT SAID THAT HE ENCOUNTERED A TAIL WIND ON FINAL WHICH CAUSED HIS AIRSPEED TO BE EXCESSIVE AND THE AIRCRAFT TO FLOAT. HE FURTHER REPORTED THAT JUST AFTER TOUCHDOWN WHEN THE AIRCRAFT WAS SKIDDING HE REACHED FOR THE FLAP CONTROL LEVER. THE AIR TRAFFIC CONTROLLERS IN THE TOWER CAB REPORTED THAT THE WINDS WERE CALM AT THE TIME OF THE AIRCRAFT'S APPROACH AND LANDING.
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: 7,000 hours in all; 25 in this make and model; 20 in the last 90 days; 3 in the last 30 days; 7,000 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, January 12, 1993; 2 hours since
- Maximum gross weight: 5,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-L1B (piston); 0 hours total
The flight
- Departed from: SMX Santa Maria CA at 8:30 pm
- Flight plan: none
- Runway 12, 3,960 ft by 40 ft
Weather at the time
- Light: daylight
- Visibility: 2 statute miles
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 9:36 pm from WHP, 1 miles away
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.
Other NTSB records under N4458S 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.