Beech 95-B55 (T42A) accident near Grenada, Mississippi, March 19, 2025
On March 19, 2025 at about 7:31 pm local time, a 1979 Beech 95-B55 (T42A), registered N4455B, was substantially damaged in an accident during landing (flare/touchdown) near Grenada, Mississippi (Grenada Muni airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s loss of airplane control while landing in gusty wind conditions resulting in a hard landing and collapse of the nose landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 2025 · about 7:31 pm local time
- Place
- Grenada, Mississippi · Grenada Muni · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-B55 (T42A), built 1979 · all 95-B55 (T42A)s on the register
- Registration
- N4455B · registry record · serial TC-2203
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that after touchdown on runway 13, the airplane encountered a wind gust, and the airplane subsequently climbed about 5 ft above ground level (agl). The pilot applied back pressure on the yoke to regain a slight nose-high landing attitude when the airplane landed hard and bounced again to about 3 ft agl. Due to the airplane’s airspeed being below the single-engine best rate of climb airspeed, the pilot did not apply power for a go-around and continued the landing. The airplane landed hard again, the airplane’s nose landing gear collapsed, and the right main landing gear tire blew out. Unable to maintain directional control, the airplane exited the right side of the runway and came to rest upright in the grass. The airplane’s fuselage sustained substantial damage. Prior to landing, the pilot used on-board weather information to determine that the wind was from 200° at 17 knots, gusting to 26 knots. The airport’s runway 22 was listed in poor condition with a remark that the asphalt was cracked and had depressions. The pilot chose runway 13 for the improved surface condition and wider runway, which placed the runway crosswind component between 16 to 24 knots. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
- Landing gear collapse during landing (flare/touchdown)
- Other weather encounter during landing (flare/touchdown)
- Hard landing during landing (flare/touchdown)
- Runway excursion during landing (landing roll)
- Loss of control in flight during landing (flare/touchdown) defining event
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Effect on operation
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: gyroplane; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instructor: sport pilot; instrument: airplane; instrument: helicopter; rotorcraft: airship; rotorcraft: balloon; rotorcraft: glider; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 19,600 hours in all; 236 in this make and model; 62 in the last 90 days; 22 in the last 30 days; 13,370 as pilot in command; 2,910 on instruments
- Last flight review: February 19, 2025
- Medical certificate: BasicMed
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,424 hours
- Last inspection: annual inspection, March 20, 2024; 216 hours since
- Maximum gross weight: 5,121 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Continental IO-550 (piston); 0 hours total
- Engine 2: Continental IO-550 (piston); 0 hours total
The flight
- Departed from: KCCO Newman GA at 5:32 pm
- Flight plan: IFR
- Runway 13, 7,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 17 knots, gusting 26
- Visibility: 10 statute miles
- Sky: broken clouds at 3,500 ft; scat at 3,500 ft
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 29.81 inHg
- Observation at 2:25 pm from KGNF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 | 1 |
Photographs from the investigation 1 picture from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on June 5, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Pilot Narrative and Additional Information | PDF, 7 pages | View Download |
| 3 | Photo | PDF, 2 pages · our copy | View Download |
| 4 | Wind Calculations | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.