Beech 65-A90 accident near Midlothian, Texas, March 5, 1993
On March 5, 1993 at about 8:00 am local time, a Beech 65-A90, registered N800VT, was substantially damaged in an accident near Midlothian, Texas (Midlothian airport). It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE POWER AND THE PILOT'S FAILURE TO REFUEL. A FACTOR WAS THE INADVERTENT STALL DURING THE FLARE TOUCHDOWN
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 5, 1993 · about 8:00 am local time
- Place
- Midlothian, Texas · Midlothian · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 65-A90 · all 65-A90s on the register
- Registration
- N800VT · no longer on the register · serial LJ-249
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING A CROSS COUNTRY FLIGHT AT NIGHT THE AIRPLANE EXPERIENCED A LOSS OF ENGINE POWER TO BOTH ENGINES WHILE CRUISING AT 6,000 FEET. THE FLIGHT ENCOUNTERED HIGH HEADWINDS ALONG THEIR FLIGHT ROUTE. BOTH FUEL PUMPS LIGHTS ILLUMINATED PRIOR TO THE LOSS OF POWER. THE PILOT IDENTIFIED A LOCAL AIRPORT WITH ITS RUNWAY LIGHTS ILLUMINATED AND ATTEMPTED TO LAND. TOUCHDOWN WAS MADE 90 DEGREES FROM THE LONG AXIS OF THE RUNWAY. AN EXAMINATION OF THE AIRPLANE REVEALED 2 PINTS OF FUEL IN THE FUEL SYSTEM. A PASSENGER REPORTED HEARING THE STALL WARNING HORN PRIOR TO GROUND CONTACT. THE AIRPLANE CAME TO REST ABOUT 100 FEET FROM THE INITIAL IMPACT POINT
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,148 hours in all; 156 in this make and model; 98 in the last 90 days; 52 in the last 30 days; 4,566 as pilot in command; 2,700 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,375 hours
- Last inspection: continuous airworthiness programme, January 20, 1993; 59 hours since
- Maximum gross weight: 9,300 lb
- Seats: 10
- Landing gear: retractable
- Engine: P&W PT6-20 (turboprop); 0 hours total
The flight
- Departed from: CEW Crestview FL at 4:30 am
- Destination: FTW Fort Worth TX
- Flight plan: IFR
- Runway 36, 5,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 320° at 12 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 |
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 N800VT 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.