Beech 60 accident near Kinston, North Carolina, April 1, 1991
On April 1, 1991 at about 6:26 pm local time, a Beech 60, registered N311MC, was destroyed in an accident near Kinston, North Carolina (Kinston Regional Jetport airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT DIVERTED HIS ATTENTION AND FAILED TO MAINTAIN CONTROL OF THE AIRCRAFT, WHILE MANEUVERING FOR A PRECAUTIONARY LANDING. FACTORS RELATED TO THE ACCIDENT WERE: THE UNSECURED BAGGAGE COMPARTMENT DOOR AND THE PILOT'S INADEQUATE PREFLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 1, 1991 · about 6:26 pm local time
- Place
- Kinston, North Carolina · Kinston Regional Jetport · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 60 · all 60s on the register
- Registration
- N311MC · no longer on the register · serial P-366
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING TAKEOFF FROM RWY 22, THE PLT RPRTD THAT HE HAD A PROBLEM, THEN THERE WAS NO FURTHER COMM FROM THE ACFT. SVRL WITNESSES SAW AN OBJECT FALL FROM THE ACFT & ONE WITNESS OBSERVED THAT A 'HOOD' HAD OPENED. THE ACFT WAS MNVRD ONTO FINAL APCH TO RWY 36. A WITNESS SAID THAT AS THE ACFT WAS LINING UP ON FINAL APCH, IT ENTERED A STEEP BANK & DSCNDD OUT OF HIS SIGHT. SUBSEQUENTLY, IT COLLIDED WITH TREES IN A 27 DEG DSCNT, CRASHED & BURNED. A BAG FROM THE NOSE BAGGAGE COMPARTMENT WAS FND NEAR THE DEP END OF RWY 22. NO PREIMPACT PART FAILURE OR SYSTEM MALFUNCTION OF THE ACFT WAS FND. BEFORE THE FLT, A RAMP PERSON OBSERVED THE PLT SERVICING THE LEFT ENG WITH OIL, BUT HE DID NOT KNOW IF THE PLT HAD SECURED THE BAGGAGE DOOR. AN EXAM OF THE RCVRD DOOR ASSEMBLY FAILED TO DISCLOSE A MALFUNCTION OF THE REAR LATCH ASSEMBLY. THE FORWARD LATCH ASSEMBLY AREA WAS DESTROYED BY FIRE.
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: 2,345 hours in all; 500 in this make and model; 35 in the last 90 days; 8 in the last 30 days; 1,661 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 6,725 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TSIO-541-E1C4 (piston); 0 hours total
- Fire on the ground
- Operator: Kelco Aircraft, INC.
The flight
- Destination: SUA Stuart FL
- Flight plan: IFR
- Runway 36, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 15 knots
- Visibility: 12 statute miles
- Sky: scat
- Temperature: 64°F (18°C), dew point 41°F (5°C)
- Observation at 6:30 pm from ISO, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.