# NTSB ERA24FA055: Beech E95, N369BB, Elkmont, AL, December 4, 2023 - Type: NTSB accident investigation - Classification: Accident · Fatal · Class 3 · Field · Final report - Date: December 4, 2023, 11:20 local (17:20 UTC) - Place: Elkmont, AL · Field - Coordinates: 34.899444, -86.976389 - Nearby events: https://openairdocs.org/map.md?lat=34.8994&lon=-86.9764&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report January 14, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, Textron, Lycoming - NTSB case key (mKey): 193469 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA24FA055 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193469/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193469 - Page: https://openairdocs.org/ntsb/ERA24FA055 ## Probable cause The flight instructor’s failure to maintain control of the airplane during slow flight, which resulted in an aerodynamic stall and spin from which he was unable to recover. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Instructor/check pilot (probable cause); cases with it: [Beech E95, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=1153410), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Beech E95, 1 case](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=1153410), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241); cases with it: [Beech E95, 1 case](https://openairdocs.org/ntsb-events/241/sequence.md?model=1153410), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Maneuvering: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Beech E95, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=1153410), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech E95, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=1153410), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot held a single-engine land rating and was receiving instruction in the multi-engine airplane. About 22 minutes after departure, the flight was in a practice area 18 miles northwest of the departure airport at 5,700 ft mean sea level. The flight instructor reported “mayday” to air traffic control and that the airplane was in a spin. Radio and radar contact were subsequently lost. The airplane came to rest flat and upright in a harvested cotton field. All four corners of the airplane were identified, and no debris path was observed. The nose and both engines were canted right, consistent with a left spin at impact. The landing gear and flaps remained attached and were found in the fully extended position. Examination of the wreckage did not reveal any preimpact mechanical malfunctions that would have precluded normal operation. Toxicology results were negative for the flight instructor. The toxicology results indicated that the pilot had used a combination of sedating antihistamines, cough medications, and fever medication. Sedating antihistamines may cause decreased cognition, impaired psychomotor performance, and decreased vigilance. If the pilot was treating an acute illness such as an upper respiratory infection, the illness may have also adversely affected the pilot’s alertness and focus. Although the effects of the pilot’s use of sedating antihistamines and any underlying illness could not be determined and the pilot had limited skill and experience with multi-engine aircraft, the flight instructor had 322 hours of experience in multi-engine airplanes, most of which was in the same make and model as the accident airplane. A performance study of ADS-B data revealed the airplane slowed to an airspeed slightly above the published wings-level stall speed and entered a steep descent before the data recording ended. The recorded altitude and estimated airspeed in the minutes preceding the steep descent suggest that power was being reduced by the pilot on one or both engines. The estimated airspeed was close to the published stall speed and the minimum control speed for the airplane prior to it entering the steep descent and the flight instructor reporting that the airplane was in a spin. Based on the data and wreckage indications, the flight instructor likely did not maintain control of the airplane during slow flight maneuvering and/or single-engine practice work. ## Factual narrative On December 4, 2023, about 1120 central standard time, a Beech E95, N369BB, was substantially damaged when it was involved in an accident near Elkmont, Alabama. The flight instructor and a private pilot were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The private pilot held a single-engine land rating and was receiving instruction in the multi-engine airplane. According to information obtained from the FAA, the flight departed Huntsville International Airport (HSV), Huntsville, Alabama, about 1058, and proceeded northwest to a practice area. At 1120, while the airplane was about 5,700 ft mean sea level and 18 miles northwest of HSV, the flight instructor reported “mayday” to air traffic control and that the airplane was in a spin. Radio and radar contact were subsequently lost. Review of ADS-B data revealed that the airplane slowed, followed by a steep descent until the end of the data. An autopsy was performed on the pilot and flight instructor by the Alabama Department of Forensic Sciences, Huntsville, Alabama. The cause of death for both was reported as “Blunt force injures.” Toxicological testing was performed on specimens from the pilot and flight instructor by the FAA Office of Forensic Sciences, Oklahoma City, Oklahoma. The results for the flight instructor were negative for drugs and alcohol. The results for the pilot revealed that Chlorpheniramine was detected in cavity blood at 7 ng/ mL and in urine at 62 ng/mL. Doxylamine was detected in cavity blood and was detected in urine at 1046 ng/mL. Dextromethorphan, dextrophan, metoprolol, amlodipine, and valsartan were detected in cavity blood and urine. Sacubitril testing was inconclusive in cavity blood and sacubitril was detected in urine. Desethyl sacubitril was detected in cavity blood and urine. Hydroxychloroquine and guaifenesin were detected in cavity blood and urine. Acetaminophen was detected in cavity blood and was not detected in urine. Review of the flight instructor’s electronic logbook revealed that he had accumulated about 1,599 hours of total flight experience, which included 322 hours in multi-engine airplanes. Of his total multi-engine experience, 251 hours were in the same make and model as the accident airplane, including 29 hours flown in the accident airplane during the 90-day period preceding the accident. Review of the pilot’s logbook revealed that he had accumulated about 284 hours of total flight experience, which included 7 hours of multi-engine experience. All of his multi-engine experience was in the accident airplane and included four lessons dating back to May 9, 2022. He last flew the airplane on May 11, 2023. A performance study of ADS-B data revealed the airplane slowed to an airspeed slightly above the published wings-level stall speed and entered a steep descent before the data recording ended. The study reported that the recorded altitude and estimated airspeed in the minutespreceding the steep descent suggest that power was being reduced by the pilot on one or both engines. The estimated airspeed was close to the published stall speed and the minimum control speed for the airplane before it entered a steep descent and the flight instructor reported to ATC that the airplane was in a spin. The airplane came to rest flat and upright, oriented on a magnetic heading of 210°, in a harvested cottonfield. All four corners of the airplane were identified, and no debris path was observed. The nose and both engines were canted right. The landing gear and flaps remained attached and were found in the fully extended position. All four fuel tanks were breached during impact; however, their respective caps remained secured. Flight control continuity was confirmed from the aft rudder bellcrank to the forward bellcrank in the cockpit. Elevator control continuity was confirmed from the elevator to the base of the cockpit pedestal. Aileron control continuity was confirmed from the ailerons to the cockpit pedestal. Both engines remained attached to their respective wing. The two left propeller blades remained attached to the left propeller. One blade appeared undamaged and the other blade was buried in mud. Both propeller blades remained attached to the right propeller. One blade was buried in mud and the other blade exhibited rearward bending and chordwise scratching. A subsequent examination of the engines was performed at a recovery facility. The top spark plugs were removed from the left engine. Their electrodes were intact and gray in color. Due to a bent crankshaft, the propeller had to be removed, and the crankshaft rotated via an accessory gear drive. Valvetrain continuity was confirmed to the rear accessory section and thumb compression was attained all cylinders. Both magnetos produced spark at all leads when rotated by hand. The top spark plugs were removed from the right engine. Their electrodes were intact and gray in color. The propeller was rotated by hand. Valvetrain continuity was confirmed to the rear accessory section and thumb compression was attained all cylinders. Both magnetos produced spark at all leads when rotated by hand. No preimpact mechanical malfunctions were identified with the airframe or engines that would have precluded normal operation. ## Aircraft - Registration: [N369BB](https://openairdocs.org/aircraft/N369BB), registered now, S/N TD-713, built 1967 (OpenAirDocs) - Reported make and model: BEECH E95 - Registry model: [Beech E95](https://openairdocs.org/model/beech-e95) (registry code 1153410) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: TD-713 - Year built: 1967 - Airframe hours: 4801 - Engines: Lycoming IO-360-B1B 180 horsepower reciprocating; Lycoming IO-360-B1B 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Revolution Flight - Registered owner: Randigo LLC - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, November 22, 2023 - Departed: HSV, Huntsville, AL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 31; injuries: fatal; remote, commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review April 25, 2023; seat: right; restraint: 3-point; toxicology performed; flight hours: 1,599 total, 251 in this make and model, 114 in the last 90 days, 32 in the last 30 days - Student pilot; age 67; injuries: fatal; private; airplane ratings: single-engine land; medical: basicmed; seat: left; restraint: 3-point; toxicology performed; flight hours: 284 total, 7 in this make and model, 2 in the last 90 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 14 knots, gusting 21 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 57 °F, dew point 36 °F - Altimeter: 29.95 inHg - Observed at: HSV, 18 nm away - METAR: METAR KHSV 041753Z 29014G21KT 10SM CLR 14/02 A2995 RMK ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20231204017919A](https://openairdocs.org/incident/20231204017919A), Dec 4, 2023: Beech E95, Elkmont, AL, Destroyed, 2 fatal. At approximately 10:58 am (CST) the aircraft departed huntsville international airport (hsv), for an instructional flight. At approximatelly 11:20 am (cct),… ## Docket (14 files) The files NTSB released with the investigation on January 14, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193469. 19.2 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16719572&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Electronic logbook excerpts of flight instructor (item 2, PDF, 9 pages, 310 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19621076&FileExtension=pdf&FileName=CFI%20Electronic%20Logbook%20Excerpts-Rel.pdf - Logbook excerpts of pilot receiving instruction (item 3, PDF, 4 pages, 600 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16720285&FileExtension=pdf&FileName=Pilot%20Logbook_Redacted-Rel.pdf - Excerpts from maintenance records (item 4, PDF, 10 pages, 621 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16719590&FileExtension=pdf&FileName=Mx%20Excerpts_Redacted-Rel.pdf - ATC audio excerpt - hsv west radar position (MP3; 32 minutes, 17 seconds; 5MB) (item 5, MP3, 5.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16719807&FileExtension=mp3&FileName=HSV%20West%20Radar%20Excerpt-Rel.mp3 - Wreckage examination summary (item 6, PDF, 6 pages, 1 photo, 341 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16719752&FileExtension=pdf&FileName=Wreckage%20Examination%20Summary-Rel.pdf - Memorandum for the record - engines examination (item 7, PDF, 1 page, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16720247&FileExtension=pdf&FileName=MFR%20-%20Engine%20Examinations-Rel.pdf - Investigation photographs (item 8, PDF, 7 pages, 6 photos, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19665010&FileExtension=pdf&FileName=Photo%20Array%20_Redacted-Rel.pdf - Toxicological reports (item 9, PDF, 3 pages, 499 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16962431&FileExtension=pdf&FileName=Tox%20Reports_Redacted-Rel.pdf - ERA24FA055 medical memorandum of record (item 10, PDF, 6 pages, 169 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19609807&FileExtension=pdf&FileName=ERA24FA055_Elmont%20Al%20Medical%20Memorandum%20of%20record%20final-Rel.pdf - Airplane performance study (item 11, PDF, 15 pages, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16929444&FileExtension=pdf&FileName=ERA24FA055_airplane_performance_study_v3-Rel.pdf - FAA ADS-B data (item 12, XLSX, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16804520&FileExtension=xlsx&FileName=20231204_A42DD6_534878982_ADSB-Rel.xlsx - Statement of party representatives to NTSB investigation (item 13, PDF, 10 pages, 449 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16719600&FileExtension=pdf&FileName=Party%20Forms_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 14, PDF, 1 page, 809 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16719503&FileExtension=pdf&FileName=Wreckage%20Release%20Signed_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.