Beech A23 accident near Farmington, Arkansas, October 22, 2002
On October 22, 2002 at about 11:00 pm local time, a Beech A23, registered N1451L, was substantially damaged in an accident near Farmington, Arkansas (Private airport). It was a flight test under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to the failure of the mechanical fuel pump.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 22, 2002 · about 11:00 pm local time
- Place
- Farmington, Arkansas · Private · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23 · all A23s on the register
- Registration
- N1451L · no longer on the register · serial M-846
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 200-hour pilot reported that he was conducting taxi tests on the runway (a 2,200 foot-long grass runway), "trying to warm the engine up." On the third test, the airplane "went too far down the runway and [the pilot] was forced to takeoff." At an approximate altitude of 25 feet agl, the engine lost power and the airplane landed hard. Examination of the airplane by the pilot, who was also a certified mechanic, revealed the "mechanical fuel pump seal failed." An FAA inspector reported to the NTSB investigator-in-charge, that the pilot of the accident aircraft started a brief conversation with him, stating that he recently had a fuel pump problem on his airplane and how to possibly recover losses from a recent aircraft accident. During this discussion, the pilot informed the inspector that during a recent annual inspection, the fuel pump on his airplane was "bad." After replacing the old fuel pump, the new fuel pump "only developed 10 psi." The pilot decided to conduct a test flight on the airplane. The pilot mentioned that he replaced the fuel filters and fuel lines in attempt to get a better fuel pressure reading with no success. During one of the test flights, "he [the pilot] crashed the airplane."
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: private
- Ratings: single-engine land
- Flight time: 200 hours in all; 40 in this make and model
- Last flight review: January 1, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,050 hours
- Last inspection: annual inspection; 0 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-346-A (piston); 0 hours total
The flight
- Departed from: NONE Farmington AR at 11:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.