Beech 200 accident near Camden, Arkansas, February 6, 2002
On February 6, 2002 at about 2:15 pm local time, a Beech 200, registered N93LV, was substantially damaged in an accident near Camden, Arkansas (Harrell Field). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 8 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The inadvertent stall as the result of the pilot's failure to maintain proper airspeed. A contributing factor was the pilot's use of the approach flaps setting for the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 2002 · about 2:15 pm local time
- Place
- Camden, Arkansas · Harrell Field · map
- Type
- Accident
- Injuries
- No one was hurt; 8 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 200 · all 200s on the register
- Registration
- N93LV · no longer on the register · serial BB-157
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While the pilot was executing an instrument approach, the aircraft descended out of the clouds at 900 feet msl. During the landing flare, at approximately 15 to 20 feet above the runway, the pilot felt a shudder, the aircraft dropped and touched down "hard" separating the left main landing gear. Subsequently, the left wing contacted the ground, and the airplane skidded off the left side of the runway. According to an FAA inspector, the pilot admitted to making a "mistake" by letting the airplane get too slow with approach flaps.
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
- Flight time: 1,900 hours in all; 550 in this make and model; 53 in the last 90 days; 30 in the last 30 days; 750 as pilot in command
- Last flight review: November 8, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,300 hours in all; 2,200 in this make and model; 54 in the last 90 days; 23 in the last 30 days; 4,850 as pilot in command; 1,889 on instruments
- Last flight review: December 2, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 9,603.6 hours
- Last inspection: approved inspection programme, January 8, 2002; 24.1 hours since
- Maximum gross weight: 12,500 lb
- Seats: 10
- Landing gear: retractable
- Engine: Pratt & Whitney PT6-41 (turboprop); 0 hours total
The flight
- Departed from: GKY Arlington TX at 1:10 pm
- Destination: CDH Camden AR
- Flight plan: IFR
- Runway 18, 6,501 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 2.5 statute miles
- Sky: overcast at 400 ft
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 31.14 inHg
- Observation at 1:53 pm from ELD, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 6 |
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.