Beech F-90 accident near Nacogdoches, Texas, January 11, 1991
On January 11, 1991 at about 4:40 pm local time, a Beech F-90, registered N311DS, was destroyed in an accident near Nacogdoches, Texas (East Tex Reg. airport). It was a ferry flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF THRUST DUE TO THE PROPELLER'S FEATHERING ON LIFTOFF AS A RESULT OF IMPROPER ADJUSTMENTS MADE DURING AN ENGINE CHANGE. A FACTOR WAS THE LACK OF SUITABLE TERRAIN TO WHICH THE PILOT COULD EXECUTE A FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 11, 1991 · about 4:40 pm local time
- Place
- Nacogdoches, Texas · East Tex Reg.
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F-90 · all F-90s on the register
- Registration
- N311DS · no longer on the register · serial LA-41
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT REPORTED THAT SHORTLY AFTER LIFTING OFF, THE AIRPLANE BEGAN DECELERATING SLOWLY. HE THOUGHT THE THROTTLES HAD RETARDED; HOWEVER, ALL OF THE ENGINE INSTRUMENTS INDICATED TAKEOFF POWER. REALIZING THAT HE COULD NOT RETURN TO THE AIRPORT, THE PILOT SELECTED A FORCED LANDING AREA AND AIMED THE AIRPLANE BETWEEN TWO TREES. INVESTIGATION REVEALED THAT BOTH PROPS WERE AT OR NEAR FEATHER PITCH ANGLES AT IMPACT AND BEING DRIVEN UNDER POWER. BOTH ENGINES HAD BEEN CHANGED IMMEDIATELY PRIOR TO THE FLIGHT AND BOTH GROUND IDLE STOPS HAD BEEN ADJUSTED AFTER THE ENGINE CHANGE WITH THE LEFT ENGINE BEING SLAVED TO THE RIGHT. THE SYSTEM OPERATED OFF OF A SQUAT SWITCH ON THE RIGHT GEAR. MISRIGGING OF THE RIGHT ENGINE WOULD BE REFLECTED IN THE LEFT AND ALLOW OIL PRESSURE TO BE VENTED FROM THE DOMES, WHICH IN TURN WOULD ALLOW THE PROPELLER CYLINDER SPRINGS TO DRIVE THE PROPS TOWARD FEATHER AS THE RIGHT STRUT EXTENDED DURING TAKEOFF.
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, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,689 hours in all; 56 in this make and model; 130 in the last 90 days; 70 in the last 30 days; 6,689 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,262 hours
- Last inspection: approved inspection programme, January 9, 1991; 1 hours since
- Maximum gross weight: 10,950 lb
- Seats: 1
- Landing gear: retractable
- Engine: P&W PT6A-135 (turboprop); 0 hours total
- Fire on the ground
- Operator: Ridgeaire, INC.
The flight
- Destination: ADS Addison TX
- Flight plan: IFR
- Runway 36, 5,001 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 41°F (5°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.