Beech 95-C55 accident near Gillette, Wyoming, March 21, 1994
On March 21, 1994 at about 9:00 am local time, a Beech 95-C55, registered N9415S, was substantially damaged in an accident near Gillette, Wyoming (Gillette - Campbell airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
PROCEDURES/DIRECTIVES WERE NOT FOLLOWED AND PARTIAL FAILURE OF THE LANDING GEAR SELECTOR SWITCH. A FACTOR TO THE ACCIDENT WAS AN INOPERATIVE GEAR WARNING SYSTEM.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 21, 1994 · about 9:00 am local time
- Place
- Gillette, Wyoming · Gillette - Campbell · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-C55 · all 95-C55s on the register
- Registration
- N9415S · registry record · serial TE-41
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
AT THE END OF THE FLIGHT, THE PILOT REPORTED THAT HE SELECTED THE GEAR DOWN AND HEARD THE GEAR EXTENDING. JUST PRIOR TO TOUCHDOWN, THE PILOT NOTED THAT THE GEAR SELECTOR WAS DOWN; HOWEVER, HE DID NOT HAVE A GREEN GEAR DOWN AND LOCKED INDICATION. THE AIRPLANE WAS LANDED WITH THE LANDING GEAR RETRACTED. DURING THE POST CRASH INSPECTION, IT WAS FOUND THAT THE GEAR SELECTOR SWITCH FUNCTIONED INTERMITTENTLY. IT WAS ALSO FOUND THAT THE GEAR WARNING HORN THAT IS CONNECTED TO THE THROTTLES WAS INOPERATIVE.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 14,000 hours in all; 1,000 in this make and model; 61 in the last 90 days; 35 in the last 30 days; 11,986 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,176 hours
- Last inspection: annual inspection, December 3, 1993; 65 hours since
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-C (piston); 0 hours total
- Operator: Northern CO Air Charter
The flight
- Departed from: DEN Denver CO
- Flight plan: IFR
- Runway 34, 7,500 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 110° at 3 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 28°F (-2°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA94LA089.