N332HA

HISTORY OF FLIGHT

On March 9, 2007, about 1920 central standard time, a Beech 58, N332HA, piloted by a commercial pilot, was destroyed upon impact with the ground during an approach for landing near Munster, Indiana. A flight instructor was also on-board and seated in the right seat. The Title 14 Code of Federal Regulations Part 91 flight was operating in visual meteorological conditions and was not on a flight plan. The pilot and instructor both sustained fatal injuries. The local flight originated at Lansing Municipal Airport (IGQ), Lansing, Illinois about 1745.A study of radar data obtained from the FAA revealed two separate tracks that could be associated with the accident airplane. The first track originated from IGQ and proceeded toward the Greater Kankakee Airport (IKK), Kankakee, Illinois, about 32 nautical miles south-southwest of IGQ. The recorded time of the initial radar return for this track coincided with the approximate time of departure of the accident airplane. The second track originated near IKK and proceeded toward IGQ. The recorded time of the final radar return for this track coincided with the reported time of the accident. In addition, the final radar return for this track related to a position about 0.25 nautical miles from the accident site.

The ground track of the airplane for the flight from IKK to IGQ began with the airplane at 2,900 feet pressure altitude and a ground track of 278 degrees. The ground track showed the airplane approximately aligned with the departure end of runway 22 at IKK. The track showed that the airplane then made a climbing right turn to about 025 degrees to an altitude of 4,500 feet. At this point, the airplane was on a direct course to the Peotone (EON) Very High Frequency Omni-Directional Radio Range Tactical Air Navigation Aid (VORTAC). After passing the EON VORTAC, the airplane's ground track continued on a 025 degree direction for about 4 minutes before executing a turn to approximately 050 degrees. At this point the airplane was approximately aligned with the inbound course for the "VOR or GPS-A" instrument approach procedure for IGQ. The published inbound course for this approach is 044 degrees. About when the airplane began this turn, it also began a descent in altitude. The descent continued until the end of the recorded data. During the descent, the airplane's calibrated airspeed decreased from approximately 150 knots to 87 knots, and the altitude went from about 4,500 feet to 900 feet pressure altitude. During the last 36 seconds of the recorded data, the airplane turned to the right from 055 degrees to 115 degrees, the altitude decreased from 1,100 feet to 900 feet, and the calibrated airspeed decreased from 119 knots to 87 knots. The accident site was located about 0.25 miles and 070 degrees from the final recorded radar data point.

Numerous ground witnesses were interviewed. Several witnesses near the accident site reported seeing the airplane on an easterly heading at a low altitude before it turned left toward the north and impacted the ground in a nose low, left wing low attitude. Some witnesses also reported hearing one of the airplane's engines "sputtering" before it impacted the ground.

According to a family member of the left seat pilot, he had informed this family member that he would be flying with a co-worker on the evening of the accident. He stated that his co-worker was going to show him how to fly the airplane in inclement weather.

A family member of the right seat pilot stated that he believed the right seat pilot flew the airplane during the accident flight at the request of either his co-worker (left seat pilot), or at the request of his employer. The family member did not believe that the right seat pilot would have volunteered due to the driving distance from his home to IGQ.

Both pilots were employed by an air taxi operator located at IGQ.

PERSONNEL INFORMATION

The left seat pilot was 26 years old and held a commercial pilot certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings. He also held a flight instructor certificate with an airplane single-engine rating. The left seat pilot's most recent first class medical certificate was issued on August 14, 2006, and listed no restrictions.

According to the left seat pilot's flight logbook, he had accumulated 492.1 hours of flight experience as of the last entry dated March 5, 2007. The logbook showed that the flight experience included 54.9 hours in multiengine airplanes and 28.1 hours in the same make and model as the accident airplane. The last flight entry indicated that three instrument approaches were flown in the accident airplane and that the flight was conducted with a safety pilot. The safety pilot listed in the logbook was also an employee of the air taxi operator that employed the two accident pilots.

The right seat pilot was 26 years old and held an airline transport pilot certificate with airplane single-engine land and airplane multiengine land ratings. The single-engine rating was limited to commercial pilot privileges. The certificate also listed a type rating for Lear Jet airplanes. The pilot also held a flight instructor certificate with airplane single-engine, airplane multiengine, and instrument airplane ratings. The right seat pilot's most recent first class medical certificate was issued on October 31, 2006, and listed no restrictions.

According to the right seat pilot's flight logbook, he had accumulated 3,940.4 hours of flight experience as of the last entry dated March 8, 2007. The logbook showed that the flight experience included 1,657.6 hours in multiengine airplanes and 1,825.1 hours of flight instruction given.

AIRCRAFT INFORMATION

The airplane was a 1975 Beech model 58 Baron, serial number TH-683. The airplane was a twin-engine monoplane of predominately aluminum construction. It was equipped to carry six occupants including the pilot and had retractable tri-cycle landing gear. According to the aircraft maintenance records, the most recent annual inspection was performed on January 11, 2007, and the airplane had accumulated 5,729.0 hours as of that date.

The left engine was a Teledyne Continental Motors model IO-520-C, serial number 816875-R. This engine was rated to produce 285 Horsepower. Maintenance records showed that as of the annual inspection, the engine had accumulated 143.6 hours since its most recent overhaul. The overhaul was completed on December 27, 2005, and the engine was installed on the accident airplane on February 6, 2006.

The right engine was a Teledyne Continental Motors model IO-520-CB, serial number 298759-R. This engine was also rated to produce 285 Horsepower. Maintenance records showed that as of the annual inspection, the engine had accumulated 673.0 hours since its most recent overhaul. The overhaul was completed on October 15, 2001, and the engine was installed on the accident airplane on November 12, 2001.

METEOROLOGICAL INFORMATION

At 1845, the recorded weather at IGQ was: winds from 210 degrees at 5 knots; temperature 9 degrees Celsius (C); dew point 7 degrees C; altimeter setting 29.90 inches of Mercury (Hg). All other data fields were recorded as missing.

The 1945 recorded data for IGQ was missing data for all fields.

The Gary/Chicago International Airport (GYY), located about 7 miles northeast of the accident site, recorded the weather conditions at 1854 as: wind from 140 degrees at 12 knots; visibility 7 miles; sky condition, scattered clouds at 6,500 feet, broken clouds at 9,000 feet, overcast clouds at 11,000 feet; temperature 13 degrees C; dew point 6 degrees C; altimeter setting 29.88 inches of Hg.

At 1950, the GYY weather was: wind from 230 degrees at 10 knots; visibility 7 miles with light rain; sky condition, scattered clouds at 2,200 feet, broken clouds at 3,500 feet, overcast clouds at 4,300 feet; temperature 12 degrees C; dew point 9 degrees C; altimeter setting 29.92 inches of Hg.

The Chicago Midway International Airport (MDW), located about 18 miles northwest of the accident site, recorded the weather conditions at 1912 as: wind from 160 degrees at 8 knots; visibility 3 miles with light blowing rain; sky condition, few clouds at 3,600 feet, scattered clouds at 4,300 feet, overcast clouds at 5,500 feet; temperature 9 degrees C; dew Point 8 degrees C; altimeter setting 29.88 inches of Hg.

At 1949, the MDW weather was: wind from 170 degrees at 9 knots; visibility 2-1/2 miles with light blowing rain; sky condition, few clouds at 2,800 feet, broken clouds at 4,700 feet, overcast clouds at 6,500 feet; temperature 9 degrees C; dew point 8 degrees C; altimeter setting 29.87 inches of Hg.

IKK, located about 31 miles southwest of the accident site, recorded the weather conditions at 1844 as: wind from 210 degrees at 4 knots; visibility 1-1/2 miles with drizzle; sky condition, overcast clouds at 6,000 feet; temperature 8 degrees C; dew point 7 degrees C; altimeter setting 29.92 inches of Hg.

At 1949, the IKK weather was: wind from 220 degrees at 5 knots; visibility 1 mile with light rain; sky condition, broken clouds at 2,600 feet, overcast clouds at 3,000 feet; temperature 8 degrees C; dew point 7 degrees C; altimeter setting 29.92 inches of Hg.

AIDS TO NAVIGATION

The IGQ airport is located 050 degrees and 2.4 nautical miles from the Chicago Heights (CGT) VORTAC, and 34 degrees and19.8 nautical miles (nm) from the EON VORTAC. The CGT VORTAC is used as one possible primary navigation source for the IGQ "VOR or GPS-A" instrument approach procedure. EON can be used as an initial approach fix for that same approach procedure. This procedure was used to allow pilots approaching IGQ to transition from instrument flight rules meteorological conditions to visual conditions in order to land at IGQ. At the time of the accident, four other instrument approach procedures were published for IGQ.

COMMUNICATIONS

A pilot that was in an aircraft that was...