Beech 95-A55 accident near Mineral Wells, Texas, November 16, 1989
On November 16, 1989, a Beech 95-A55, registered N422K, was substantially damaged in an accident near Mineral Wells, Texas (Mineral Wells Muni 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 LANDING GEAR WAS EITHER NOT FULLY EXTENDED DURING THE LANDING OR IT RETRACTED DURING THE LANDING ROLL FOR AN UNDETERMINED REASON.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 16, 1989
- Place
- Mineral Wells, Texas · Mineral Wells Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-A55 · all 95-A55s on the register
- Registration
- N422K · registry record · serial TC 424
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE INSTRUCTOR PILOT AND THE DUAL STUDENT STATED THAT THE NOSE GEAR AND THEN THE MAIN GEAR COLLAPSED AFTER THE AIRPLANE TOUCHED DOWN ON ITS GEAR, WITH THE GREEN (GEAR DOWN AND LOCKED) LIGHT ON. THERE WAS EVIDENCE THAT THE GEAR WAS UP AND LOCKED WHEN THE AIRPLANE TOUCHED DOWN ON THE RUNWAY. WHEN CHECKED, ONE OF THE LNDG GEAR CIRCUIT BREAKERS (FOR THE DYNAMIC BRAKE RELAY) WOULD 'POP.' THE PURPOSE OF THE DYNAMIC BRAKE RELAY WAS TO KEEP THE LANDING GEAR MOTOR FROM OVERRUNNING & JAMMING IN THE UP OR DOWN POSITION. THE GEAR EXTENSION/RETRACTION SYSTEM (INCLUDING THE INDICATOR LIGHTS & WARNING HORN) OPERATED NORMALLY. ALSO, THE UP/DOWN LOCK POSIITON APPEARED TO BE CORRECT, NO PART FAILURE OR MALFUNCTION WAS FOUND THAT WOULD HAVE RESULTED IN THE ACDNT.
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: 1,920 hours in all; 349 in this make and model; 232 in the last 90 days; 82 in the last 30 days; 1,813 as pilot in command; 1,640 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: 100-hour inspection; 48 hours since
- Maximum gross weight: 4,901 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470-L (piston); 0 hours total
- Operator: Pegasus Flight Center INC.
The flight
- Departed from: MWL
- Destination: MWL
- Flight plan: none
- Runway 31, 5,094 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 320° at 5 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N422K the same tail number, which may have belonged to a different aircraft at the time
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.