Embraer EMB-110P1 accident near Orangeburg, South Carolina, December 10, 2005
On December 10, 2005 at about 3:40 am local time, a Embraer EMB-110P1, registered N790RA, was substantially damaged in an accident near Orangeburg, South Carolina (Orangeburg Muni airport). It was a positioning flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight inspection and her failure to refuel the airplane which resulted in total loss of engine power due to fuel exhaustion, and subsequent in-flight collision with trees.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 2005 · about 3:40 am local time · cases in 2005
- Place
- Orangeburg, South Carolina · Orangeburg Muni · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer EMB-110P1 · all EMB-110P1s on the register
- Registration
- N790RA · no longer on the register · serial 110.278
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had flown the airplane the day before the accident and after landing on the morning of the accident; she ordered fuel for the airplane. While exiting the airplane another pilot informed her that he had heard a "popping noise" coming from one of the engines. The pilot of the accident airplane elected to taxi to a run up area to conduct an engine run up. The fuel truck arrived at the run up area and the pilot elected not to refuel the airplane at that time and continued the run up. No anomalies were noted during the run up and the airplane was taxied back to the ramp and parked. The pilot arrived back at the airport later on the day of the accident and did not re-order fuel for the airplane nor did she recall checking the fuel tanks during the preflight inspection of the airplane. The pilot departed and was in cruise flight when she noticed the fuel light on the annunciator panel flickering. The pilot checked the fuel gauges and observed less than 100 pounds of fuel per-side indicated. The pilot declared low fuel with Columbia Approach Control controllers and requested to divert to the nearest airport, Orangeburg Municipal. The controller cleared the pilot for a visual approach to the airport and as she turned the airplane for final, the left engine lost power followed by the right engine. The pilot made a forced landing into the trees about 1/4 mile from the approach end of runway 36. The pilot exited the airplane and telephoned 911 emergency operators on her cell phone. The pilot stated she did not experience any mechanical problems with the airplane before the accident. Examination of the airplane by an FAA inspector revealed the fuel tanks were not ruptured and no fuel was present in the fuel tanks.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,250 hours in all; 195 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 2,200 as pilot in command; 1,800 on instruments
- Last flight review: October 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 14,837 hours
- Last inspection: approved inspection programme, November 1, 2005; 52 hours since
- Maximum gross weight: 12,500 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6A (turboprop); 0 hours total
- Engine 2: Pratt & Whitney PT6A (turboprop); 0 hours total
The flight
- Departed from: SAV Savannah GA at 2:00 am
- Destination: CAE Columbia SC
- Flight plan: IFR
Weather at the time
- Light: night
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 37°F (3°C), dew point 36°F (2°C)
- Altimeter: 30.26 inHg
- Observation at 3:53 am from OGB, 5 miles away
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.
Connections how this case links to the rest of the register
- N790RA: not on the register today · the record of its deregistration
- Embraer EMB-110 13 registered today · the model family and its accident history
- Embraer 663 aircraft on the register
- Engine: Pratt & Whitney PT6A 2,218 aircraft carry this series today · as the NTSB recorded it
- Engine: Pratt & Whitney PT6A 2,218 aircraft carry this series today · as the NTSB recorded it
- Orangeburg Municipal · nearest airport
- Savannah/Hilton Head International · departed from
- Columbia Metro Airport · bound for
- Accidents and incidents in South Carolina 1,036 since 1982 · 173 in the last ten years
- South Carolina 3,112 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ATL06LA022.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.