Beech 95-A55 accident near Lancaster, South Carolina, July 2, 2026

The NTSB's narrative preliminary · quoted from the NTSB record

On July 2, 2026, at 0052 eastern daylight time (EDT), a Beech model 95-A55 airplane, N7501S, was destroyed when it was involved in an accident near Lancaster, South Carolina. Both pilots received serious injuries. The accident flight was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. The airplane owner reported that the pilots were renting the airplane for the purpose of building multiengine flight experience. Preliminary ADS-B data indicated that three flights prior to the accident flight were conducted on July 1, 2026. The first flight departed from the Stanly County Airport (VUJ), Albemarle, North Carolina, at 0707 EDT on July 1, 2026, arriving at the Copiah County Airport (M11), Crystal Springs, Mississippi, at 0939 central daylight time (CDT). The second flight departed M11 at 1008 CDT, arriving at Laredo International Airport (LRD), Laredo, Texas, landing at 1336 CDT. The third flight departed LRD at 1553 CDT and arrived at the Poplarville/Pearl River County Airport (M13), Poplarville, Mississippi, landing at 1941 CDT. The airport manager at M13 confirmed that 106 gallons of 100LL aviation fuel was added to the airplane while it was on the ground at M13. At 2017 CDT, the airplane departed M13 on the accident flight with VUJ as the intended destination. ADS-B data showed that the airplane proceeded east-northeast until 0043 EDT on July 2, 2026, when it made a left turn to a heading of about 025°. Shortly, thereafter, the airplane turned further left to a westerly heading. At 0046, the crew declared an emergency and advised air traffic control (ATC) services that they were going to divert to Kirk Air Base Airport (T73), Lancaster, South Carolina, due to issues with both engines. When the airplane was about 2 nm north of T73, they advised that they would instead divert to the Lancaster County Airport-Mc Whirter Field (LKR), Lancaster, South Carolina. ADS-B data showed that the airplane continued descending and the final recorded location was about 4 nm and 105° from LKR. The accident location was 0.2 nm west of the final recorded ADS-B position (see figure 1). Figure 1. Google Earth plot of the final portion of the accident flight. The airplane came to rest on a wooded hillside. There was evidence of a postimpact fire that consumed most of the cabin section of the airplane. The forward part of the airplane’s fuselage, including the baggage compartment, cabin and nose were almost completely consumed by the postimpact fire. The aft fuselage was predominately intact. The left horizontal stabilizer and elevator, along with the vertical stabilizer and rudder, remained attached to the aft fuselage. The right horizontal stabilizer and elevator had separated from the airplane and was located in the immediate area of the main wreckage. The left wing remained partially attached by control cables; however, the inboard portion of the wing between the engine nacelle and the fuselage side was mostly consumed by fire but was otherwise intact to the left-wing tip. The left engine nacelle from the firewall aft was attached to the wing but the engine had separated. The landing gear was present at the accident site but its position could not be determined during the on-scene phase of the examination. The cockpit and cabin section of the fuselage was almost completely consumed by the postimpact fire. Both engines were present near the main wreckage. The outboard portion of the right wing from about the flap/aileron joint was separated and located in the immediate area of the main wreckage. The inboard portion of the right wing, including the engine nacelle aft of the firewall was mostly consumed by the postimpact fire. The engine and firewall came to rest near the main wreckage. A portion of the right-wing flap came to rest near the separated portion of the right wing. On-scene examination was limited due to the location of the wreckage and the prevailing terrain. The wreckage was recovered for further examination. First responders reported that the pilots were outside of the airplane before they arrived and there was no information as to which seats the pilots occupied. Therefore, it is unknown which pilot was manipulating the flight controls at the time of the accident. Both pilots received severe burns and were transported to a hospital burn unit for treatment. One pilot held a commercial pilot certificate with airplane single engine land, multiengine land, and instrument airplane ratings. He also had a second-class medical certificate issued March 2026. The other pilot held a commercial pilot certificate with airplane single engine land, multiengine land, and instrument airplane ratings. He also held a flight instructor certificate with airplane single engine and instrument ratings. The airplane owner reported that this pilot had recently received his flight instructor rating for multiengine land airplanes. He also had a first-class medical certificate issued February 2026.

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.

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