Beech E-90 accident near Beverly, Massachusetts, October 14, 1986
On October 14, 1986 at about 12:00 pm local time, a Beech E-90, registered N195B, was substantially damaged in an accident near Beverly, Massachusetts (Beverly Municipal airport). It was a business flight under general aviation rules (Part 91). 8 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 14, 1986 · about 12:00 pm local time
- Place
- Beverly, Massachusetts · Beverly Municipal
- Type
- Accident
- Injuries
- 8 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech E-90 · all E-90s on the register
- Registration
- N195B · no longer on the register · serial LW-195
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE BEECH KING AIR E-90 WAS OBSERVED TO BREAK OUT OF THE CLOUDS IN A STEEP DESCENT, LAND LONG AND RUN OFF THE DEPARTURE END OF THE 4637 FT RUNWAY. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE AND THE CREW OF 2 AND 6 PASSENGERS RECEIVED MINOR INJURIES. THE TOUCHDOWN POINT WAS ESTIMATED BY SEVERAL WITNESSES TO BE APPROX. 3400 FT FROM THE APPROACH END LEAVING 1200 FT OF RUNWAY TO STOP THE AIRCRAFT. THERE WAS NO RECORD OF ANY LANDING CLEARANCE ISSUED BY THE CONTROL TOWER AND NO RECORD OF THE PILOT REPORTING THE FINAL APPROACH FIX INBOUND TO THE CONTROL TOWER AS INSTRUCTED. THE VISIBILITY MINIMUMS FOR THE NON-PRECISION LOCALIZER APPROACH ARE 1 MILE. THE MINIMUM DESCENT ALTITUDE FOR THE APPROACH WAS 492 FT ABOVE THE AIRPORT ELEVATION. THE LAST WEATHER THAT THE PILOT WAS ISSUED WAS INDEFINITE CEILING 100 FT SKY OBSCURED, VISIBILITY 3/4 MILE WITH RAIN AND FOG. A SPECIAL WEATHER OBSERVATION AFTER THE ACCIDENT SHOWED THE ONLY CHANGE TO THE WEATHER WAS AN INCREASE IN VISIBILTIY TO 1 MILE.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 19,818 hours in all; 6,543 in this make and model; 106 in the last 90 days; 13,902 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,438 hours
- Last inspection: continuous airworthiness programme, August 7, 1986; 93 hours since
- Maximum gross weight: 10,100 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT-6A-2B (turboprop); 0 hours total
- Operator: Avco CORP.
The flight
- Departed from: BDR Bridgeport CT
- Flight plan: IFR
- Runway 16, 4,637 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 1 statute miles
- Sky: not recorded; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 6 |
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.