Martin Company B-26C accident near Odessa, Texas, September 28, 1995
On September 28, 1995 at about 3:50 pm local time, a Martin Company B-26C, registered N5546N, was destroyed in an accident near Odessa, Texas. It was a personal flight under general aviation rules (Part 91). 5 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot to maintain minimum airspeed for flight resulting in an inadvertent stall/spin. Factors were the loss of power for undetermined reasons, and the pilot's lack of recent flight experience in the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 1995 · about 3:50 pm local time
- Place
- Odessa, Texas
- Type
- Accident
- Injuries
- 5 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Martin Company B-26C
- Registration
- N5546N · no longer on the register · serial 2253
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses observed the aircraft approximately 250 feet above the ground heading towards the southwest. As the aircraft passed overhead, the 'engines were sputtering.' Approximately 3/4 mile from the witnesses, the aircraft made a 'sharp' right turn, nosed down, and impacted the ground. The engines 'quit' prior to the aircraft turning right. According to the operator, the flight was in preparation for a flight evaluation for the pilot-in-command by an FAA inspector. The pilot reported to Departure Control that he would be 'working on stalls and steep turns,' and the pilot was instructed to 'maintain VFR at or above five thousand five hundred.' The pilot-in-command had accumulated approximately 500 hours in the B-26. Prior to the accident flight, he had flown the B-26 once since October 8, 1993. That flight was on September 26, 1995, for a duration of 30 minutes. Prior to the flight the fuel tanks were 'sticked' and the total fuel was approximately 720 gallons of 100 octane low lead avgas. Examination of the airplane and engines did not disclose any premishap discrepancies. Due to the extent of damage, flight control continuity could not be established.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: balloon; rotorcraft: glider
- Flight time: 21,000 hours in all; 500 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,716 hours
- Last inspection: approved inspection programme, September 18, 1995; 1 hours since
- Maximum gross weight: 38,200 lb
- Seats: 5
- Landing gear: retractable
- Engine: P&W R-2800-99 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MAF Midland TX at 3:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 13 knots
- Visibility: 29 statute miles
- Sky: scat at 12,000 ft
- Temperature: 86°F (30°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
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.