Beech B90 accident near Chattanooga, Tennessee, September 20, 2007
On September 20, 2007 at about 1:15 am local time, a Beech B90, registered N10TM, was substantially damaged in an accident near Chattanooga, Tennessee (Lovell Field). It was an executive or corporate flight under general aviation rules (Part 91). 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight planning, which resulted in fuel exhaustion during the landing approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 2007 · about 1:15 am local time
- Place
- Chattanooga, Tennessee · Lovell Field · map
- Type
- Accident
- Injuries
- 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B90 · all B90s on the register
- Registration
- N10TM · no longer on the register · serial LJ-476
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to departing, the pilot looked at the fuel quantity indicators, and believed that approximately 3 hours of fuel was available for the estimated 1 hour 20 minute flight. Upon reaching the cruise portion of the flight, the pilot realized that an insufficient quantity of fuel remained in order to complete the planned flight, and he elected to divert to a closer airport. While on final approach to the diversionary airport, both engines lost power, and the pilot made a forced landing to a parking lot. When asked about the performance and handling of the airplane during the flight, the pilot stated, "the airplane performed the way it was suppose to when it ran out of fuel."
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, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,150 hours in all; 371 in this make and model; 85 in the last 90 days; 35 in the last 30 days; 7,220 as pilot in command
- Last flight review: August 1, 2007
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 9,638 hours
- Last inspection: approved inspection programme, September 1, 2007; 10 hours since
- Maximum gross weight: 9,650 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Pratt & Whitney Canada PT6-21 (turboprop); 0 hours total
- Engine 2: Pratt & Whitney Canada PT6-21 (turboprop); 0 hours total
The flight
- Departed from: BHM Birmingham AL
- Destination: CHA Chattanooga TN
- Flight plan: IFR
Weather at the time
- Light: dusk
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 59°F (15°C)
- Altimeter: 30.12 inHg
- Observation at 5:32 pm from KCHA, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.