Beech 90 accident near Dixon, Illinois, December 27, 1992
On December 27, 1992 at about 3:15 pm local time, a Beech 90, registered N56KA, was substantially damaged in an accident near Dixon, Illinois (Dixon Municipal airport). It was an instructional 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 INSTRUCTOR PILOT NOT MAINTAINING DIRECTIONAL CONTROL FOLLOWING ENGINE SHUT DOWN AND NOT PERFORMING REMEDIAL ACTION OF A POWER REDUCTION TO REGAIN DIRECTIONAL CONTROL, AS PRESCRIBED BY HIS COMPANY'S TRAINING MANUAL, ONCE THE AIRPLANE BEGAN TO YAW/TURN TO THE LEFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 1992 · about 3:15 pm local time
- Place
- Dixon, Illinois · Dixon Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 90
- Registration
- N56KA · no longer on the register · serial LW46
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE TRAINEE STATED SHE WAS FLYING FINAL APPROACH AT 95 KIAS WITH THE POWER SET AT APPROXIMATELY 400 POUNDS OF TORQUE. THE INSTRUCTOR PILOT COMMANDED THE TRAINEE TO GO AROUND. THE TRAINEE STATED SHE APPLIED FULL POWER. SHORTLY AFTER THE FULL POWER APPLICATION THE INSTRUCTOR PILOT STATED HE OBSERVED A LEFT YAW. THE INSTRUCTOR PILOT TOOK CONTROL OF THE AIRPLANE AND FEATHERED THE LEFT PROP. THE AIRPLANE CONTINUED ITS LEFT YAW/TURN UNTIL GROUND COLLISION. APPROXIMATELY 120 DEGREES TO THE LEFT OF THE RUNWAY HEADING. TEAR DOWN OF THE LEFT ENGINE AND ITS CONTROLS REVEALED NOTHING WHICH WOULD HAVE CAUSED A POWERPLANT FAILURE. THE AIRCRAFT OPERATING MANUAL STATES THE FINAL APPROACH SPEED OF THE AIRPLANE SHOULD BE 96 KIAS. V-MC IN THE AIRPLANE IS 86 KIAS.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,100 hours in all; 1,100 in this make and model; 120 in the last 90 days; 6,750 as pilot in command; 2,000 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,385 hours
- Last inspection: approved inspection programme, November 21, 1992
- Maximum gross weight: 10,100 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6-28 (turboprop); 0 hours total
- Operator: Planemaster Services, INC.
The flight
- Departed from: DPA West Chicago IL at 2:30 pm
- Flight plan: none
- Runway 3, 2,803 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 16 knots
- Visibility: 13 statute miles
- Sky: clear
- Temperature: 23°F (-5°C), dew point 12°F (-11°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from RFD, 27 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.