Raytheon Aircraft Company C90A accident near Houston, Mississippi, June 25, 2014
On June 25, 2014 at about 12:50 pm local time, a 1996 Raytheon Aircraft Company C90A, registered N800MK, was substantially damaged in an accident during landing (flare/touchdown) near Houston, Mississippi (Houston Municipal airport). It was an executive or corporate flight under general aviation rules (Part 91). 2 people had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain a stabilized approach and his subsequent failure to maintain airplane control during the landing flare, which resulted in touchdown off the side of the runway and collision with a ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 2014 · about 12:50 pm local time
- Place
- Houston, Mississippi · Houston Municipal · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Raytheon Aircraft Company C90A, built 1996
- Registration
- N800MK · registry record · serial LJ-1460
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was at the controls during the approach and landing. He stated that, just before touchdown, the right wing "rose severely" and that the copilot called out "windshear" and "go around." As he applied power, the airplane rolled left again, so he retarded the throttles. The airplane subsequently settled into the grass to the left side of the runway and then struck a ditch, spun around, and came to rest upright. The airplane was substantially damaged due to the impact and a postaccident fire. The copilot reported that it felt like the wind was trying to "lift the tail and cartwheel them over." The airport did not have weather reporting capability; however, surrounding airports reported light wind with no gusts, and no windshear was reported. A review of weather radar and geostationary weather satellite data for the accident region did not identify any convective or gust-front activity, and a review of National Weather Service data did not identify the presence of, or conditions conducive to, ground-level windshear for the accident region at the time of the accident. A review of the cockpit voice recorder (CVR) transcript revealed that, although the copilot called out "go around," he did not mention windshear or any other weather phenomena at any time during the approach or accident sequence. Based on the conversation between the pilots recorded on the CVR, the approach was probably unstable for a period of time before landing. The CVR transcript also revealed that the more experienced copilot provided a significant amount of "coaching" during the approach; however, it could not be determined what effect this might have had on the pilot's performance.
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 control in flight during landing (flare/touchdown) defining event
- Off-field or emergency landing during approach (VFR go-around)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Descent/approach/glide path › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,105 hours in all; 223 in this make and model; 90 in the last 90 days; 37 in the last 30 days; 1,586 as pilot in command
- Last flight review: July 26, 2013
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-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: 12,000 hours in all; 700 in this make and model; 80 in the last 90 days; 28 in the last 30 days; 12,000 as pilot in command; 7,000 on instruments
- Last flight review: January 23, 2014
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,708 hours
- Last inspection: approved inspection programme, April 21, 2014
- Maximum gross weight: 10,400 lb
- Seats: 7
- Landing gear: retractable
- Engine 1: P&W Canada PT6A-21 (turboprop); 618 hours total
- Engine 2: P&W Canada PT6A-21 (turboprop); 618 hours total
- Fire on the ground
- Operator: Becs, LLC
The flight
- Departed from: MEM Memphis TN at 12:15 pm
- Destination: M44 Houston MS
- Flight plan: IFR
- Runway 21, 4,400 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 600 ft
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 30.07 inHg
- Observation at 12:53 pm from TUP, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 2 | 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.