Beech 95-B55 (T42A) accident near Clarion, Iowa, October 21, 2010
On October 21, 2010 at about 7:15 pm local time, a Beech 95-B55 (T42A), registered N784CB, was destroyed in an accident during enroute (cruise) near Clarion, Iowa (Clarion Municipal 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
The pilot's failure to maintain control of the airplane. Contributing to the accident was the loss of left engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2010 · about 7:15 pm local time
- Place
- Clarion, Iowa · Clarion Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-B55 (T42A) · all 95-B55 (T42A)s on the register
- Registration
- N784CB · no longer on the register · serial TC-977
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness reported seeing the airplane suddenly enter a counterclockwise spinning dive toward the ground, make about four revolutions, and then impact the ground. A postaccident examination of the airplane revealed significant damage to the cockpit area, including the instrument panel and the area containing the engine controls. The left engine magneto switch was found positioned so that only one magneto of the dual magneto ignition system was active, the left propeller control was in an aft position, and the fuel flow indicator for the left engine showed no fuel flow. The most recent annual inspection of the airplane was performed more than 3 years before the accident; however, no preimpact anomalies were found during the postaccident examinations. Based on the counterclockwise rotation of the airplane, and the position of the engine levers, the pilot failed to maintain control of the airplane following an undetermined anomaly with the left engine.
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
What happened, in order
- Loss of engine power (total) during enroute
- Loss of control in flight during enroute (cruise) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Last flight review: May 10, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 8,854 hours
- Last inspection: annual inspection, July 1, 2007
- Seats: 6
- Landing gear: retractable
- Engine 1: Cont Motor IO-470-L (piston); 0 hours total
- Engine 2: Cont Motor I0-470 SERIES (piston); 0 hours total
The flight
- Departed from: CAV Clarion IA at 7:10 pm
- Destination: CAV Clarion IA
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 27°F (-3°C)
- Altimeter: 30.04 inHg
- Observation at 7:15 pm from CAV, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.