Beech 200 accident near Moorhead, Minnesota, November 23, 2016
On November 23, 2016 at about 11:59 pm local time, a 1978 Beech 200, registered N80RT, was substantially damaged in an accident during approach (IFR missed approach) near Moorhead, Minnesota (Moorhead Municipal Airport). It was flown under charter and air-taxi rules (Part 135). 3 people had minor injuries; 4 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to attain a positive climb rate during an attempted missed approach in night instrument meteorological conditions that were at/near approach minimums, which resulted in controlled flight into terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 2016 · about 11:59 pm local time
- Place
- Moorhead, Minnesota · Moorhead Municipal Airport · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 4 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 200, built 1978 · all 200s on the register
- Registration
- N80RT · no longer on the register · serial BB-370
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was conducting an on-demand passenger flight at night in instrument meteorological conditions that were at/near straight-in approach minimums for the runway. The pilot flew the approach as a nonprecision LNAV approach, and he reported that the approach was stabilized and that he did not notice anything unusual. A few seconds after leveling the airplane at the missed approach altitude, he saw the runway end lights, the strobe lights, and the precision approach path indicator. He then disconnected the autopilot and took his hand off the throttles to turn on the landing lights. However, before he could turn on the landing lights, the runway became obscured by clouds. The pilot immediately decided to conduct a missed approach and applied engine power, but the airplane subsequently impacted terrain short of the runway in a nose-up level attitude. The pilot reported that there were no mechanical anomalies with the airplane that would have precluded normal operation. It is likely the pilot lost sight of the runway due to the visibility being at/near the straight-in approach minimums and that the airplane got too low for a missed approach, which resulted in controlled flight into terrain. A passenger stated that he and the pilot were not wearing available shoulder harnesses. The passenger said that he was not informed that the airplane was equipped with shoulder harnesses or told how to adjust the seats. The pilot sustained injuries to his face in the accident.
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
- Loss of visual reference during approach (IFR final approach)
- Controlled flight into terrain or object (CFIT) during approach (IFR missed approach) defining event
- Collision with terrain or object (not controlled flight into terrain) during approach (IFR missed approach)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Climb rate › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › (general) › Effect on operation
- Aircraft › Aircraft systems › Equipment/furnishings › Emergency equipment › Not used/operated
- Personnel issues › Task performance › Communication (personnel) › Issuing instructions › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,630 hours in all; 89 in this make and model; 149 in the last 90 days; 46 in the last 30 days; 5,345 as pilot in command; 2,752 on instruments
- Last flight review: August 18, 2016
- Medical certificate: Class 1
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 12,500 lb
- Seats: 11
- Landing gear: fixed
- Engine 1: Pratt&Whitney PT6A-41 (turboprop); 11,086 hours total
- Engine 2: Pratt&Whitney PT6A-41 (turboprop); 11,086 hours total
- Operator: Flight Development, LLC
The flight
- Departed from: BDE Baudette MN at 10:14 pm
- Destination: JKJ Moorhead MN
- Flight plan: IFR
- Runway 30, 4,300 ft by 75 ft
Weather at the time
- Light: night
- Wind: from 350° at 7 knots
- Visibility: 0.5 statute miles
- Sky: overcast at 300 ft; clear
- Temperature: 34°F (1°C), dew point 34°F (1°C)
- Altimeter: 30.10 inHg
- Observation at 11:54 pm from JKJ, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 | 4 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on June 6, 2017. 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 | FAA Inspector Statement | PDF, 1 page | View Download |
| 3 | Part 135 Pilot Training Records | PDF, 9 pages | 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.