Beech 95 accident near Roodhouse, Illinois, October 2, 1993
On October 2, 1993 at about 6:30 pm local time, a Beech 95, registered N2711Y, was destroyed in an accident near Roodhouse, Illinois. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
was the inadequate supervision by the flight instructor which resulted in the inadvertent stall/spin by the student.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 1993 · about 6:30 pm local time
- Place
- Roodhouse, Illinois · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95 · all 95s on the register
- Registration
- N2711Y · registry record · serial TD36
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PURPOSE OF THE FLIGHT WAS MULTI-ENGINE FLIGHT TRAINING. THE TWIN-ENGINE AIRPLANE WAS OBSERVED MAKING POWER CHANGES DURING LEVEL FLIGHT SHORTLY BEFORE THE ACCIDENT AT AN ESTIMATED 1,500 TO 2,000 FEET ABOVE THE GROUND. WITNESSES REPORTED HEARING ENGINE SOUND CHANGES AND OBSERVED THE AIRPLANE ENTER A RIGHT-HAND SPIN. THE AIRPLANE COLLIDED WITH TREES AND TERRAIN SHORTLY AFTER ENTERING THE SPIN. AN ON-SCENE INVESTIGATION REVEALED POWERPLANT, POWERPLANT CONTROLS, AND FLIGHT CONTROL CONTINUITY. THE STUDENT PILOT HAD TO SIT ON A SEAT CUSHION IN ORDER TO SEE THROUGH THE WINDSHIELD ACCORDING TO THE AIRPLANE'S OWNER. THE OWNER STATED THE STUDENT'S FEET WERE NOT ABLE TO TOUCH THE RUDDER PEDALS COMPLETELY.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,000 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 11,651 hours
- Last inspection: 100-hour inspection, September 8, 1993; 63 hours since
- Maximum gross weight: 4,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-AIA (piston); 0 hours total
The flight
- Departed from: 3SQ St. Charles MO at 5:30 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 12 knots
- Visibility: 20 statute miles
- Sky: scat at 12,000 ft
- Temperature: 63°F (17°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 pm from AL, 37 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI94FA002.