Rockwell 690A accident near Guthrie, Oklahoma, February 12, 1995
On February 12, 1995 at about 11:21 pm local time, a Rockwell 690A, registered N69TM, was destroyed in an accident near Guthrie, Oklahoma. It was a personal 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
THE PILOT'S FAILURE TO MAINTAIN ADEQUATE AIRSPEED DUE TO AIRFRAME ICE, WHICH RESULTED IN A LOSS OF CONTROL. FACTORS CONTRIBUTING TO THE ACCIDENT WERE THE PILOT'S CONTINUED FLIGHT INTO ADVERSE WEATHER, HIS FAILURE TO OBTAIN WEATHER INFORMATION EITHER BEFORE OR DURING THE FLIGHT, AND THE ICING CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 12, 1995 · about 11:21 pm local time
- Place
- Guthrie, Oklahoma · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 690A
- Registration
- N69TM · no longer on the register · serial 11322
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE IMPACTED TERRAIN APPROX 14 MILES FROM THE DESTINATION DURING A DESCENT. ACCCORDING TO RADAR DATA AND METEOROLOGICAL INFORMATION, THE AIRPLANE DESCENDED FROM 16,700 FEET TO 3,700 FEET AGL THROUGH CLOUDS AND ICING CONDITIONS. DURING THE DESCENT, THE AIRPLANE DECELERATED FROM 268 KTS TO 92 KTS GROUND SPEED. THE PILOT REPORTED TO APPROACH THAT HE 'BROKE OUT' OF THE CLOUDS AT 5,400 FEET. HE SUBSEQUENTLY INFORMED APPROACH THAT HE HAD ACCUMULATED 'SOME CLEAR AND RIME ICE' DURING THE DESCENT. 13 SECONDS LATER THE PILOT MADE A DISTRESS CALL AND STATED, 'WE'RE IN TROUBLE, WE'RE GOING DOWN.' THE LAST RADAR TRACK SHOWED THE AIRPLANE DESCENDING THROUGH 3,700 FEET AT A GROUND SPEED OF 92 KTS. A WITNESS REPORTED HE OBSERVED THAT THE AIRPLANE 'APPEARED TO BE DOING TRICKS', AND 'THEN HEADED STRAIGHT DOWN IN A SPIN.' AN AIRMET FOR ICING CONDITIONS WAS IN EFFECT ALONG THE AIRPLANE'S ROUTE OF FLIGHT. ALSO, THERE WERE SEVERAL PILOT REPORTS OF ICING ENCOUNTERED IN THE AREA OF THE ACCIDENT. THE PILOT DID NOT REQUEST A WEATHER BRIEFING PRIOR TO, OR DURING THE FLIGHT.
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; instrument: airplane
- Flight time: 2,870 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 10,300 lb
- Seats: 11
- Landing gear: retractable
- Engine: Garrett TPE-331-5-251 (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: 3KM Wichita KS at 10:43 pm
- Destination: PWA Oklahoma City OK
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 10 knots
- Visibility: 12 statute miles
- Sky: overcast at 3,400 ft; not recorded
- Temperature: 27°F (-3°C), dew point 5°F (-15°C)
- Altimeter: 30.00 inHg
- Observation at 11:45 pm from PWA, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.