Beech BE-100-A100 accident near Little Rock, Arkansas, June 5, 2002
On June 5, 2002 at about 3:00 am local time, a Beech BE-100-A100, registered N799DD, was substantially damaged in an accident near Little Rock, Arkansas (Adams Field). It was a personal 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 malfunction of the left main landing gear retraction/extension assembly due to a missing lock pin/washer/nut on the clevis of the push/pull gear extension tube that resulted from improper maintenance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 2002 · about 3:00 am local time
- Place
- Little Rock, Arkansas · Adams Field · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-100-A100
- Registration
- N799DD · registry record · serial B-102
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was on a practice approach when he extended the landing gear. The cockpit gear indicators yielded "two" green indications. A go-around was performed and the gear cycled several times with no results, including an attempt to use the emergency extension system. Two confirmation passes were performed, and it was confirmed that the left main landing gear was retracted with the nose and right main landing gear extended. After touch down on the right side of the runway, the aircraft exited the left side of the runway. Examination of the aircraft revealed that left gear extension push/pull tube was found without the lock pin in its clevis. The pin was found in the belly of the aircraft but no nut and washer was found. The aircraft had recently come out of a maintenance facility where the landing gear was worked on.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 19,000 hours in all; 2,500 in this make and model; 70 in the last 90 days; 20 in the last 30 days
- Last flight review: November 20, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,400 hours
- Last inspection: approved inspection programme, March 11, 2002; 30 hours since
- Maximum gross weight: 11,500 lb
- Seats: 10
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6A-28 (turboprop); 0 hours total
- Engine 2: Pratt & Whitney PT6-28 (turboprop); 0 hours total
The flight
- Departed from: LIT Little Rock AR at 3:00 am
- Destination: LIT Little Rock AR
- Flight plan: none
- Runway 18, 5,124 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 360° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 72°F (22°C)
- Altimeter: 29.92 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.