Beech 95B55 accident near Clewiston, Florida, March 25, 2019
On March 25, 2019 at about 4:10 pm local time, a 1969 Beech 95B55, registered N323MT, was substantially damaged in an accident during enroute near Clewiston, Florida. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's mismanagement of the available fuel, which resulted in a total loss of engine power due to fuel starvation. Contributing to the accident was the pilot’s failure to perform the appropriate emergency checklists following the loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 25, 2019 · about 4:10 pm local time
- Place
- Clewiston, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95B55, built 1969 · all 95B55s on the register
- Registration
- N323MT · no longer on the register · serial TC-1256
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on a cross-country flight with the fuel selectors set to the main fuel tanks. Upon reaching a cruise altitude of 6,000 ft, the left engine lost total power. The pilot tried to restart the engine but was unsuccessful. Shortly thereafter, the right engine lost total power. The pilot reported that he did not use the emergency checklist or switch the fuel selector to another tank, as he was too busy trying to restart the engines. The pilot conducted a forced landing to a field, during which the airplane impacted an irrigation ditch, resulting in substantial damage. The fuel selector was found set to the main fuel tanks, which were devoid of fuel. However, measurable fuel was found in the remaining two auxiliary tanks. Examination of the engine and fuel system revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. Given the available evidence, it is likely that the loss of engine power was due to the pilot's mismanagement of the available fuel, which resulted in fuel starvation. It is also likely that, had the pilot completed the emergency checklist for a loss of engine power/engine restart, fuel flow and engine power would have been restored.
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
- Fuel starvation during enroute defining event
- Collision with terrain or object (not controlled flight into terrain) during after landing
- Fuel related during enroute
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 905 hours in all; 40 in this make and model; 67 in the last 90 days; 22 in the last 30 days; 615 as pilot in command; 0 on instruments
- Last flight review: July 27, 2018
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: serious injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,400 hours
- Last inspection: annual inspection, December 1, 2018
- Maximum gross weight: 5,100 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental IO-470-L-19 (piston); 900 hours total
- Engine 2: Continental IO-470-L-19 (piston); 1,003 hours total
The flight
- Departed from: FXE Fort Lauderdale FL at 3:45 pm
- Destination: PIE St Petersburg-Clearwater FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 050° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 61°F (16°C)
- Altimeter: 30.12 inHg
- Observation at 3:53 pm from APF, 46 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on November 3, 2021. 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, 11 pages | View Download |
| 2 | Memorandum for Record A�� Telephone Interview, Pilot | PDF, 1 page | View Download |
| 3 | FAA Inspector's Statement | PDF, 2 pages | View Download |
| 4 | Pilot Operating Handbook - Engine Restart Procedure | PDF, 1 page | View Download |
| 5 | Pilot Operating Handbook - Fuel System Discription | PDF, 5 pages | View Download |
| 6 | Fuel Receipt | PDF, 1 page | View Download |
| 7 | Photo Array | PDF, 3 pages | View Download |
| 8 | Left Engine Examination Report | PDF, 30 pages | View Download |
| 9 | Right Engine Examination Report | PDF, 32 pages | View Download |
| 10 | Party Form - Continental Aerospace Technologies | PDF, 1 page | 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.