Beech 65-A90 accident near Russellville, Arkansas, October 17, 1998
On October 17, 1998 at about 5:30 am local time, a Beech 65-A90, registered N90GN, was substantially damaged in an accident near Russellville, Arkansas (Russellville Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance with the ground due to the pilot's improper use of the flaps and the ensuing inadvertent descent. Factors were the dark night conditions, the pilot's diverted attention, and the foggy windshield.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 17, 1998 · about 5:30 am local time
- Place
- Russellville, Arkansas · Russellville Regional · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 65-A90 · all 65-A90s on the register
- Registration
- N90GN · no longer on the register · serial LJ-157
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted the ground following an inadvertent descent during a dark night visual approach. The pilot was aware of an active NOTAM (09-051), which reported that the runway lights for runway 07/25 were out of service. However, he had been told the lights might be returned to service by the time of his arrival. During the before landing checklist, the pilot extended the flaps to the 'full down instead of approach position,' which initiated an inadvertent descent. The pilot became distracted by his continued attempts to activate the runway lights. As the airplane descended below 1,400 feet msl, the altitude alert notified the pilot of the airplane's altitude. As the airplane turned onto the final approach leg at 900 feet msl, the pilot 'knew [he] was not lined up with the runway,' and would have to proceed to another airport. The pilot was wiping condensation [fog] from the front windshield when he noticed a blue reflection [taxiway lights]. The pilot initiated a go-around, and simultaneously, the airplane impacted the ground.
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; instrument: helicopter; rotorcraft: helicopter
- Flight time: 6,856 hours in all; 654 in this make and model; 113 in the last 90 days; 28 in the last 30 days; 3,625 as pilot in command
- Medical certificate: Class 2
- Seat: left
The aircraft
- Airframe total time: 8,074 hours
- Last inspection: 100-hour inspection, September 3, 1998; 71 hours since
- Maximum gross weight: 9,650 lb
- Seats: 7
- Landing gear: retractable
- Engine: P&W PT6A-20 (turboprop); 0 hours total
- Operator: Mid South Air, LLC
The flight
- Departed from: FTW Fort Worth TX at 4:00 am
- Destination: RUE
- Flight plan: IFR
- Runway 7, 4,794 ft by 75 ft
Weather at the time
- Light: night, dark
- Wind: from 180° at 12 knots, gusting 18
- Visibility: 7 statute miles
- Sky: broken clouds at 11,000 ft; scat at 850 ft
- Temperature: 77°F (25°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 5:58 am from LIT, 51 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.
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.