Beech 58 accident near Columbus, Ohio, May 2, 1995
On May 2, 1995 at about 8:25 am local time, a Beech 58, registered N4575S, was substantially damaged in an accident near Columbus, Ohio (Port Columbus Intnl airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight of the airplane's fuel quantity, resulting in a complete loss of engine power due to fuel exhaustion, and the subsequent night forced landing and collision with the terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 1995 · about 8:25 am local time
- Place
- Columbus, Ohio · Port Columbus Intnl · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N4575S · no longer on the register · serial TH-695
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE 14 CFR PART 135 CARGO FLIGHT WAS PLANNED FOR 1 HOUR DURATION. THE PILOT-IN-COMMAND (PIC) AND SECOND-IN-COMMAND (SIC) HAD FLOWN FIVE LEGS PRIOR TO THE ACCIDENT LEG. THE PIC DID A WALK AROUND AND VISUAL INSPECTION OF THE AIRPLANE, WHILE THE SIC LOADED THE CARGO. THE CREW STATED THE FUEL GAUGES INDICATED ABOUT HALF FULL. ABOUT 45 MINUTES INTO THE NIGHT IMC FLIGHT, THE LEFT ENGINE 'SPUTTERED.' THE PIC ATTEMPTED VARIOUS FUEL TANK AND CROSS FEED SELECTIONS FOR THE LEFT AND RIGHT ENGINES. DURING THESE SELECTIONS, THE RIGHT AND LEFT ENGINES COMPLETELY LOST POWER. THE PIC DECLARED AN EMERGENCY AND WAS PROVIDED A RADAR VECTOR TO THE AIRPORT. THE AIRPLANE DESCENDED CLEAR OF THE CLOUDS ABOUT 3 MILES FROM THE AIRPORT. UNABLE TO GLIDE TO THE AIRPORT, THE PIC PERFORMED A GEAR-UP LANDING IN AN OPEN FIELD. EXAMINATION REVEALED THE RIGHT WING FUEL DRAIN HAD BROKEN OFF DURING IMPACT. NO USEABLE FUEL WAS DRAINED FROM THE LEFT OR RIGHT FUEL TANKS. ABOUT 1 OUNCE OF FUEL WAS DRAINED FROM EACH ENGINE FUEL SYSTEM.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 3,900 hours in all; 800 in this make and model; 240 in the last 90 days; 80 in the last 30 days; 3,600 as pilot in command; 1,200 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,485 hours
- Last inspection: 100-hour inspection, April 20, 1995; 24 hours since
- Maximum gross weight: 5,400 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-520-C (piston); 0 hours total
The flight
- Departed from: AGC West Mifflin PA at 7:30 am
- Destination: CMH OH
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 040° at 11 knots, gusting 18
- Visibility: 6 statute miles
- Sky: broken clouds at 1,700 ft; not recorded
- Temperature: 46°F (8°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 7:50 am from CMH, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.