Rockwell 500U accident near Hampton, Arkansas, February 16, 1996
On February 16, 1996 at about 7:40 pm local time, a Rockwell 500U, registered N197K, was substantially damaged in an accident near Hampton, Arkansas. It was a positioning flight 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
Improper planning/decision by the pilot, which resulted in fuel exhaustion due to an inadequate supply of fuel. A factor relating to the accident was: the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 16, 1996 · about 7:40 pm local time
- Place
- Hampton, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 500U
- Registration
- N197K · no longer on the register · serial 1167
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After deplaning a passenger, the pilot departed the airport, en route to the operator's base to refuel. He reported that, while 'climbing through 6,500 [feet], the left engine began to surge.' After turning back to the departure airport, located 12 miles away, 'both engines began to sputter and quit.' Descending through 4,500 feet, the pilot attempted to restart the right engine and then the left engine. Both engines individually 'ran' for 15-30 seconds, but 'quit again.' During the emergency descent, the pilot 'maneuvered around' a tower to land in a farmer's field. During the ensuing landing, the left wing 'caught a terrace and turned [the airplane] sideways.' The left wing was buckled between the nacelle and fuselage, and fuselage structure above the nose gear was damaged. No usable fuel was found on board, and no fuel spills or leaks were detected.
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; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,900 hours in all; 125 in this make and model; 25 in the last 90 days; 5 in the last 30 days; 1,400 as pilot in command; 500 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,500 hours
- Last inspection: annual inspection, January 30, 1996; 5 hours since
- Maximum gross weight: 6,750 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540-E2A5 (piston); 0 hours total
The flight
- Departed from: 0R6 at 1:30 pm
- Destination: CRT Crossett AR
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°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.