# NTSB MIA00LA032: Beech 90, N866A, St. George, SC, November 27, 1999 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: November 27, 1999, 13:00 local (18:00 UTC) - Place: St. George, SC - Coordinates: 33.179611, -80.579643 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.1796&lon=-80.5796&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report December 5, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 47833 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA00LA032 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/47833/pdf - Page: https://openairdocs.org/ntsb/MIA00LA032 ## Probable cause the pilot's improper preflight planning/preparation and failure to ensure adequate fuel to safely complete the flight resulting in fuel exhaustion and engine failure, and his inadequate compensation for the wind that resulted a forced landing short of the runway and substantial damage to the aircraft. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, maneuvering - preflight planning/preparation - improper, pilot in command (cause) - refueling - not performed, pilot in command (cause) - fuel consumption calculations - inadequate, pilot in command (cause) - fluid,fuel - exhaustion - Forced landing, descent - emergency - Forced landing, emergency descent/landing - compensation for wind conditions - inadequate, pilot in command (cause) - distance/altitude - misjudged, pilot in command (cause) ## Analysis The pilot stated that he was at 12,500 feet, preparing for a four-mile parachute jump run, when he had initial indications of a power/fuel problem. He said he told the skydivers to exit, then initiated a descending spiral to land, during which time the fuel flow became erratic. He said both engines ceased operating at 3,000 feet, and he did not account for the northwest wind, and crashed short of the runway. The FAA inspector who conducted a postcrash examination of the accident airplane said that he found no usable fuel in the tanks, and there were no other indications of the presence of fuel at the accident site. Detailed examinations of the fuel systems and both engines showed that residual fuel remained, and revealed no indications of pre-accident malfunction or mechanical failure. ## Factual narrative On November 27, 1999, about 1300 eastern standard time, a Beech 90, N866A, registered to Fayard Enterprises, Inc., and operated by Blue Sky Adventures, Inc., as a Title 14 CFR Part 91 parachute jumping flight, crashed short of the runway at St. George Airport, St. George, South Carolina. Visual meteorological conditions prevailed, and no flight plan was filed. The aircraft sustained substantial damage, and the airline transport-rated pilot and one pilot-rated passenger were not injured. The flight originated the same day, about 1250. The pilot stated that it was his third flight of the day, and he was at 12,500 feet, preparing for a 4-mile parachute jump run, with nine skydivers and a pilot-rated passenger, when he had initial indications of a power/fuel problem. He said he told the skydivers to exit, and initiated a descending spiral to land, during which time the fuel flow became erratic. He said both engines ceased operating at 3,000 feet, and upon turning final he noticed that the northwest wind blew him further than he wanted, and he crashed short of the runway. The pilot further stated that he had commenced the flight with 1/3 fuel in each nacelle tank, and the auxiliary tanks were still showing more than 1/3 in each tank. The pilot-rated passenger stated that just prior to getting into the airplane to depart, the pilot said that he will need to add fuel when they got back. The passenger further stated that during the climbout, at about 3,000 feet, one of the no transfer lights came on, and at about 10,000 feet, while they were setting up for the jump, the left low fuel light came on. The passenger said he could hear the sounds of the solenoid clicking in conjunction with the fuel transfer light flashing. He said the pilot then selected manual on the fuel transfer switch, and during the descent, while about 3 to 4 miles from the airport, the left engine ceased operating, followed by the right engine soon after. A skydiver who was aboard the airplane, and who had exited when the pilot instructed him to do so, stated that just prior to exiting, he looked forward at the airplane's cockpit, and saw the airplane's instrument panel lights lit, and that upon seeing the lights, and receiving the pilots command to leave, he hastily departed the airplane. He said that during his freefall, at about 6,000 feet, he looked and saw the airplane's landing gear extended, and also noticed that the both propellers had stopped rotating. He said that shortly thereafter his parachute opened, and he could not see the airplane under the full parachute canopy. The FAA inspector who conducted a postcrash examination of the accident airplane stated that he found the airplane's cockpit and cabin undamaged. The wing tips had been torn off, and both propellers were bent. There was no indication of a postcrash fire, and he found no fuel remaining in the tanks. The inspector further stated that there was no smell of fuel fumes, or any other indications of spilled fuel at the crash site, or anywhere along the airplane's impact path. Postcrash examinations were conducted on the airplane's fuel system, and on both engines under NTSB supervision. The examinations revealed the presence of residual fuel throughout the fuel system, and there were no indications of any pre-accident malfunction or mechanical failure with either the fuel system, or the engines. ## Aircraft - Registration: [N866A](https://openairdocs.org/deregistered/N866A-2005-08-09), registration cancelled 2005-08-09, S/N LJ-201, built 1966 (OpenAirDocs) - Reported make and model: Beech 90 - Registry model: [Beech 65-A90](https://openairdocs.org/model/beech-65-a90) (registry code 1152908) (OpenAirDocs) - Registry engine: [U/A Canada PT6 SER 578HP](https://openairdocs.org/engine/u-a-canada-pt6-ser-578hp) (registry code 61501, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: LJ-201 - Airframe hours: 13260 - Engines: P&W PT6A-20 550 horsepower turbo prop - Damage: Substantial damage - Flight: Part 91 - Operator: Blue Sky Adventures, doing business as Blue Sky Adventures - Registered owner: Fayard Enterprises Inc. - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, April 10, 1999, 100 hours before - Departed: 6J2 - Airport: 6J2, St. George Municipal, runway 5, 3,201 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 44; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 4,366 total, 26 in this make and model, 4,241 as pilot in command, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 13 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 36 °F - Observed at: CHS, 30 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19991127043129A](https://openairdocs.org/incident/19991127043129A), Nov 27, 1999: Beech 65A90, St George, SC, Substantial damage. (.4)The pilot stated that he was at 12,500 feet, preparing for a four-mile parachute jump run, when he had initial indications of a power/fuel problem. He said… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.