Beech C-45H accident near Hinckley, Illinois, September 7, 1992
On September 7, 1992 at about 5:40 pm local time, a Beech C-45H, registered N3657G, was destroyed in an accident near Hinckley, Illinois. It was a skydiving flight under general aviation rules (Part 91). 12 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE MAINTENANCE AND INSPECTION BY THE OPERATOR WHICH RESULTED IN AN ENGINE POWER LOSS DURING THE CRITICAL TAKEOFF PHASE OF FLIGHT. IN ADDITION, THE PILOT DID NOT, OR WAS UNABLE TO, ATTAIN A FULL-FEATHER POSITION ON THE LEFT ENGINE PROPELLER, WHICH WOULD HAVE MOST LIKELY ENABLED THE AIRPLANE TO SUSTAIN MINIMUM CONTROL AIRSPEED.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 1992 · about 5:40 pm local time
- Place
- Hinckley, Illinois · map
- Type
- Accident
- Injuries
- 12 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C-45H · all C-45Hs on the register
- Registration
- N3657G · no longer on the register · serial AF461
- Damage
- Destroyed
- Flight
- Skydiving flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER TAKEOFF, THE AIRPLANE WAS SEEN AT LOW ALTITUDE TRAILING SMOKE FROM THE LEFT ENGINE. WITNESSES SAW THE WINGS 'TIPPING' BACK AND FORTH, THEN A WING DROPPED AND HIT THE GROUND. EXAMINATION REVEALED THAT A SUPERCHARGER BEARING HAD FAILED IN THE LEFT ENGINE. THE LEFT ENGINE HAD BEEN RECENTLY INSTALLED BY NON-CERTIFICATED PERSONNEL AFTER BEING INACTIVE FOR 18 YRS WITHOUT PRESERVATION. THE AIRPLANE HAD FLOWN ABOUT 184 HRS SINCE THE LAST ANNUAL INSPECTION; NO RECORD OF SUBSEQUENT 100-HR INSPECTION. THE LEFT PROP BLADES WERE FOUND IN AN INTERMEDIATE POSITION BETWEEN THE OPERATING RANGE AND THE FEATHERED POSITION. THE LEFT PROP WAS CHANGED SEVERAL WEEKS PRIOR TO THE ACCIDENT. THERE IS NO EVIDENCE THAT THE LEFT PROP HAD EVER BEEN SUCCESSFULLY CYCLED TO THE FULL FEATHER POSITION. THE OPERATOR AND PILOTS WERE NOT AWARE OF HAMILTON STANDARD SB 657 RECOMMENDING FULL-FEATHER CHECKS EVERY 30 DAYS. LEFT PROP FEATHERING MOTOR RELAYS NOT RECOVERED. ALL 11 PARACHUTISTS WERE FOUND IN CENTER PART OF FUSELAGE; NO EVIDENCE OF RESTRAINT USEAGE.
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: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 3,030 hours in all; 867 in this make and model; 240 in the last 90 days; 190 in the last 30 days; 2,705 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,780 hours
- Last inspection: annual inspection, April 27, 1992
- Maximum gross weight: 9,360 lb
- Seats: 2
- Landing gear: retractable
- Engine: P&W R-985-AN-14B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: OC2
- Destination: OC2
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 180° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,300 ft; not recorded at 3,300 ft
- Temperature: 82°F (28°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 5:15 pm from DPA, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 11 |
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.
Other NTSB records under N3657G the same tail number, which may have belonged to a different aircraft at the time
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.