Beech A36 accident near Middletown, Rhode Island, May 25, 1998
On May 25, 1998 at about 7:01 pm local time, a Beech A36, registered N4507S, was destroyed in an accident near Middletown, Rhode Island (Newport State Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The shift of the number 2 engine bearing, which in turn blocked oil lubrication, and resulted in crankshaft failure. Also causal, was the pilot's decision to continue toward the airport instead of performing a forced landing to an available field. Factors include the relatively low ceiling, and the pilot's airspeed control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 25, 1998 · about 7:01 pm local time
- Place
- Middletown, Rhode Island · Newport State Airport
- Type
- Accident
- Injuries
- 2 people were killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N4507S · no longer on the register · serial E-722
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At 6,000 feet, the instrument-rated pilot reported an engine failure, and received vectors to an airport. After the turn, the airplane was 6 nautical miles away, at 4,000 feet. After descending through clouds, the pilot reported, at 1,200 feet, the airport in sight. The airplane then descended rapidly, straight ahead, and hit the ground upright, about 1/2 mile short of the runway. The initial impact point was at the far end of a pasture, which extended off to the pilot's right. The airplane then bounced and collided with a stone wall. Witnesses thought the airplane would make the runway, but it appeared to level off, climb slightly, then fall forward. The stall warning horn sounded upon exiting the clouds, and remained on until impact. The landing gear was in transit at impact. Radar revealed a groundspeed of 81 knots at 1,200 feet, which decreased to 62 knots by 400 feet. The operating handbook stated that power off, 81 knots were required to assure controllability during the flare. The engine crankshaft was found broken in two places. The number two bearing was pounded, and had moved in its saddle. Saddle oil lubrication holes were blocked by metal, and the crankshaft exhibited ladder cracking.
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: 750 hours in all; 375 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, February 20, 1998
- Maximum gross weight: 3,612 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-BA(12) (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ACK Nantucket MA at 6:32 pm
- Destination: DXR Danbury CT
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 4 statute miles
- Sky: overcast at 2,300 ft; not recorded
- Temperature: 54°F (12°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from UUU, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.