FTW99LA013

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.

On October 17, 1998, at 0030 central daylight time, a Beech 65-A90 twin turboprop airplane, N90GN, was substantially damaged when it impacted terrain during a night visual approach to the Russellville Municipal Airport, near Russellville, Arkansas. The airline transport rated pilot and his four passengers were not injured. The airplane was registered to Mid South Air LLC of Lewes, Delaware, and operated by the same company from Russellville, Arkansas. Dark night visual meteorological conditions prevailed for the Title 14 CFR Part 91 flight and an IFR flight plan was cancelled during the approach to the airport. The personal cross country flight originated from the Fort Worth Meacham International Airport, Fort Worth, Texas, on October 16, 1998, at 2300.

The pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that he was aware of a notice to airmen (NOTAM), number 09-051, effective September 26, 1998, which reported that the runway lights for runway 07/25, at the Russellville Municipal Airport were out of service. He had flown the airplane from Russellville, Arkansas, to Fort Worth, Texas, the day prior to the accident. When he departed Russellville, he was informed that the runway lights might be in service at his estimated return time to Russellville, the next morning. He stated that if the runway lights were not operational when he returned to Russellville, he would continue the flight to the Clarksville Municipal Airport, Clarksville, Arkansas.

The pilot reported that during the first visual approach to runway 7, at the Russellville Airport, he attempted to activate the pilot controlled runway lights, but was unsuccessful. He initiated a second visual approach and started the before landing checklist. The pilot stated that after he extended the landing gear he "inadvertently" placed the flaps in the full down position instead of the approach position. The pilot became distracted by his continued attempts to activate the runway lights and the airplane entered a descent. As the airplane descended below 1,400 feet msl, the altitude alert advised him of the airplane's altitude, and he stated that he "pushed the button and added trim for correction."

The pilot reported that with the airplane at 900 feet msl, "my attention was distracted by the fog [that had formed] on the windshield, because now my focus was through the front and not the side, and I could not see through the front [window]." He added that "I knew I was not lined up with the runway, and I would have to proceed to Clarksville." While he was clearing the condensation [fog] from the front windshield he noticed a blue reflection [taxiway lights]. The pilot initiated a go-around, and simultaneously, the airplane contacted the ground. The airplane contacted grassy terrain between the runway and a taxiway, and traveled approximately 1,100 feet. The airplane turned 180 degrees, the right main landing gear assembly collapsed, and the airplane came to rest upright.

According to a NOTAM accountability log, provided by Jonesboro Flight Service Station, located in Jonesboro, Arkansas, the runway lights were returned to service and NOTAM number 09-051 was canceled on October 17, 1998, at 1415 central daylight time.

According to the Pilot/Operator Report the pilot had accumulated 6,856 total flight hours at the time of the accident, of which 654 hours were in the make and model of the accident airplane.

An FAA certified Airframe and Powerplant Mechanic, who held an inspection authorization (I.A.), examined the airplane. He reported that the right flap was crushed and the right rear spar, in the area of the flap attachment brackets, was damaged. The lower surface of the right wing exhibited "wrinkles" in the area outboard of the engine. The right main landing gear upper trunion castings were fractured and separated from the gear well. He further stated that all of the propeller blades were bent.