Beech BE-200 accident near Springdale, Arkansas, March 5, 2004
On March 5, 2004 at about 2:01 am local time, a Beech BE-200, registered N30SE, was substantially damaged in an accident near Springdale, Arkansas (Springdale Municipal Airport). It was a business 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 failure of the right main landing gear actuator clevis bolt for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 2004 · about 2:01 am local time
- Place
- Springdale, Arkansas · Springdale Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-200
- Registration
- N30SE · registry record · serial BB-313
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing roll, the right main landing gear collapsed, and the airplane veered off to the right side the runway, before colliding with multiple taxiway and runway lights. The 1,400-hour pilot reported that while on approach, the nose wheel position indication light was not illuminated when the landing gear position indication lights were tested. After conducting a low approach to the runway, the tower advised the pilot that all wheels appeared to be down. Subsequently, when the nose wheel landing gear touched down on the runway, the right main landing gear collapsed and the right wing struck the ground. Inspection of the airplane revealed the clevis bolt was separated from the actuator rod on the right main landing gear assembly .
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,400 hours in all; 900 in this make and model; 20 in the last 90 days; 8 in the last 30 days; 1,400 as pilot in command; 300 on instruments
- Last flight review: February 1, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,900 hours
- Last inspection: continuous airworthiness programme, October 22, 2003; 95 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: SGT Stuttgart Muni AR at 1:20 am
- Destination: ASG
- Flight plan: IFR
- Runway 18, 5,302 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 7 statute miles
- Sky: overcast at 9,000 ft; a few clouds at 600 ft
- Temperature: 61°F (16°C), dew point 55°F (13°C)
- Altimeter: 29.55 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.
Other NTSB records under N30SE the same tail number, which may have belonged to a different aircraft at the time
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.