Beech B55 accident near Park Rapids, Minnesota, December 6, 1996
On December 6, 1996 at about 1:00 pm local time, a Beech B55, registered N17732, was substantially damaged in an accident near Park Rapids, Minnesota (Park Rapids airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's high flare. Factors were the icing weather condition and the airframe ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 6, 1996 · about 1:00 pm local time
- Place
- Park Rapids, Minnesota · Park Rapids · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech B55 · all B55s on the register
- Registration
- N17732 · registry record · serial TE-1102
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
In her written statement, the pilot reported that there was 'slight trace ice' in the clouds. She flew a localizer approach. On short final, the airspeed was 'slightly (5knots) below blue line.' She 'felt buffet, yaw, flutter... added power.' The airplane 'yawed to the right with the addition of power.' She initiated a go around. The airplane began to 'buck and yaw uncontrollably.' She lowered the pitch attitude, raised the landing gear, and 'attempted flaps up.' The airplane settled on the south side of the runway in a snow bank. The pilot rated passenger stated that the pilot 'flared high' and 'over corrected.' He reported that the airplane 'rocked violently' up to 60 degrees of bank. Examination of the airplane revealed no evidence of preimpact mechanical malfunction. Photographs of the airplane, taken after the accident, exhibit a ridge of approximately 1/8 inch of rime ice on the upper portion of the wing and stabilizer leading edges.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,730 hours in all; 285 in this make and model; 148 in the last 90 days; 35 in the last 30 days; 530 as pilot in command; 1,300 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,929 hours
- Last inspection: annual inspection, December 31, 1995; 192 hours since
- Maximum gross weight: 5,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: STC St. Cloud MN at 12:15 pm
- Destination: PKD
- Flight plan: IFR
- Runway 31, 5,498 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: dawn
- Wind: from 190° at 8 knots
- Visibility: 3 statute miles
- Sky: overcast at 400 ft; not recorded
- Temperature: 23°F (-5°C), dew point 21°F (-6°C)
- Altimeter: 29.00 inHg
- Observation at 12:53 pm from PKD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.