Beech 95-B55 accident near Jeanerette, Louisiana, June 3, 2005
On June 3, 2005 at about 12:33 pm local time, a Beech 95-B55, registered N656RS, was substantially damaged in an accident near Jeanerette, Louisiana (Le Maire Meml airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to obtain/maintain sufficient airspeed to maintain control. A contributing factor was the loss of engine power for undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2005 · about 12:33 pm local time
- Place
- Jeanerette, Louisiana · Le Maire Meml · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-B55 · all 95-B55s on the register
- Registration
- N656RS · no longer on the register · serial TC645
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 3,200-hour private pilot was observed to make a shallow right turn during the initial climb after takeoff. Shortly thereafter two loud noises resembling an engine backfire were heard, followed by silence. The airplane was observed to briefly continue flying in an easterly direction before it rolled over and impacted soft terrain, nose first, while on a northwest heading. Information downloaded from the pilot's hand-held Global Positioning System (GPS) revealed that during the approximate 45-second flight, the airplane's groundspeed increased to 93 mph and then decayed to 79 mph before the data ended. A review of the Pilot Operating Handbook (POH), revealed that the best rate of climb speed with one engine inoperative (Vyse) was 115 mph and the minimum controllable airspeed (Vmc) was 90 mph. It also stated, "Two major factors govern one engine operations; airspeed and directional control. The airplane can be safely maneuvered or trimmed for normal hands-off operation and sustained in this configuration by the operative engine AS LONG AS SUFFICIENT AIRSPEED IS MAINTAINED...The most important aspect of engine failure is the necessity to maintain lateral and directional control. If airspeed is below 78 knots (90 mph), reduce power on the operative engine as required to maintain control." The reason for the loss of engine power could not be determined.
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: private
- Ratings: multi-engine land; single-engine land
- Flight time: 3,200 hours in all; 5 in the last 90 days
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,552 hours
- Last inspection: annual inspection, September 1, 2004; 11 hours since
- Maximum gross weight: 5,000 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Teledyne Continental IO-470-L (piston); 0 hours total
- Engine 2: Teledyne Continental IO-470-L (piston); 0 hours total
The flight
- Departed from: 2R1 Jeanerette LA at 12:28 pm
- Destination: PLK Point Lookout MO
- Flight plan: none
- Runway 4, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 4 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 29.81 inHg
- Observation at 11:53 am from ARA, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.