Beech B95A accident near Murray, Kentucky, December 19, 2024
On December 19, 2024 at about 9:50 pm local time, a 1961 Beech B95A, registered N755RP, was substantially damaged in an accident during landing (flare/touchdown) near Murray, Kentucky (Kyle-Oakley Fld airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to lower the landing gear before touchdown, which resulted in a gear-up landing. Contributing was the designated pilot examiner’s inadequate monitoring and lack of remedial action.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 19, 2024 · about 9:50 pm local time
- Place
- Murray, Kentucky · Kyle-Oakley Fld · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B95A, built 1961 · all B95As on the register
- Registration
- N755RP · registry record · serial TD-487
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was completing his multi-engine checkride with a Designated Pilot Examiner (DPE). The DPE had configured the airplane for a simulated single-engine landing. The DPE recalled the pilot calling out an extension of the landing gear, but the pilot did not remember putting the landing gear down and nor verifying that it was extended. Neither pilot nor DPE recalled hearing the landing gear position warning horn before touchdown. The airplane touched down on the runway with the landing gear retracted and slid down the runway on the underside of the fuselage, substantially damaging it. A postaccident examination of the landing gear system revealed that the landing gear position warning horn was functioning normally. Neither pilot reported that there were any preimpact mechanical malfunctions or failures with the airplane were reported that would have precluded normal operation.
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
- Landing gear not configured during landing (flare/touchdown) defining event
The NTSB's findings
- Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Not used/operated
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Designated examiner
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,628 hours in all; 154 in this make and model; 76 in the last 90 days; 20 in the last 30 days; 4,056 as pilot in command; 1,582 on instruments
- Last flight review: September 27, 2024
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 6,838 hours in all; 7.7 in this make and model; 24.7 in the last 90 days; 11.9 in the last 30 days; 3,712 as pilot in command
- Last flight review: October 17, 2023
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,800 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming IO360 SER (piston); 0 hours total
- Engine 2: Lycoming IO360 SER (piston); 0 hours total
- Operator: Skyview Aviation LLC
The flight
- Flight plan: none
- Runway 23, 6,202 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 34°F (1°C)
- Altimeter: 30.21 inHg
- Observation at 2:05 pm from PHT, 20 miles away
Weather report (METAR): KPHT 192005Z AUTO 22003KT 10SM CLR 08/01 A3021 RMK A01
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Postaccident view of airplane on runway
Photograph 2 – Fuselage damage
Photograph 3 – Fuselage damageThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on June 13, 2025. 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 Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Dpe Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 3 | Investigation Photographs | PDF, 4 pages · our copy | View Download |
| 4 | Video File, Landing Gear Position Horn Postaccident Functional Test | video | 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.