Beech 95-B95 accident near Tulsa, Oklahoma, October 28, 1995
On October 28, 1995 at about 1:03 am local time, a Beech 95-B95, registered N9943R, was destroyed in an accident near Tulsa, Oklahoma (Tulsa International airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Inadequate preflight by the pilot by failing to remove the flight control lock and failing to check the flight controls before takeoff, and the pilot's failure to abort the takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 28, 1995 · about 1:03 am local time
- Place
- Tulsa, Oklahoma · Tulsa International
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-B95 · all 95-B95s on the register
- Registration
- N9943R · registry record · serial TD-383
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot began an intersection takeoff with 5,450 feet of runway remaining. A controller in the tower noted that the airplane did not become airborne, while on the runway, although it was observed increasing in speed during the takeoff/ground roll. No evidence of an abort was found. Markings were found on the grass overrun that matched the distances between the airplane's landing gear. Beyond the overrun, the airplane (became airborne, but) descended, struck a tree, the terrain, and a railroad track before coming to rest. The cockpit control lock for the elevator and ailerons was found in place. Numerous parts of the airplane sustained fire damage; however, there was no physical evidence of an inflight fire, and no anomalies were found that would preclude engine operation. The right propeller piston position was in a low blade angle range; the blade angles for the left propeller could not be determined. The propeller blades, however, exhibited striations, nicks, gouges, bending and/or twisting.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,189 hours in all; 507 in this make and model; 95 in the last 90 days; 41 in the last 30 days; 1,039 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, February 17, 1995
- Maximum gross weight: 4,100 lb
- Seats: 5
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: TUL at 1:02 am
- Destination: 52F Roanoke TX
- Flight plan: IFR
- Runway 36L, 6,101 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 310° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 1:05 am from TUL
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.