Beech D-55 accident near Greer, South Carolina, December 5, 1990
On December 5, 1990 at about 1:41 am local time, a Beech D-55, registered N2000Q, was substantially damaged in an accident near Greer, South Carolina (Greenville-Spartanburg airport). It was a business 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
FUEL STARVATION. A CONTRIBUTING FACTOR WAS THE PILOT'S FAILURE TO FOLLOW NORMAL FUEL SYSTEM OPERATIONAL PROCEDURES WHICH RESULTED IN THE TOTAL LOSS OF ENGINE POWER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 5, 1990 · about 1:41 am local time
- Place
- Greer, South Carolina · Greenville-Spartanburg · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech D-55 · all D-55s on the register
- Registration
- N2000Q · no longer on the register · serial TE-491
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT WAS SEQUENCED BEHIND A MALIBU FOR LANDING ON RUNWAY 03, AND THE PILOT WAS INSTRUCTED TO ALLOW THE MALIBU AMPLE SPACE FOR THE LANDING. ABOUT 1/2 MILE FROM TOUCHDOWN THE PILOT WAS INSTRUCTED TO GO AROUND TO ALLOW THE MALIBU TIME TO CLEAR RUNWAY 03. THE PILOT STARTED A GO AROUND AND REPORTED A DUAL ENGINE MALFUNCTION DURING THE CLIMBOUT. THE FLIGHT WAS CLEARED TO LAND ON ANY RUNWAY. AS THE PILOT TURNED LEFT TOWARD RWY 21, THE ACFT CRASHED INTO A SMALL GROVE OF TREES 1100 FEET LEFT OF THE EXTENDED CENTER LINE FOR RUNWAY 21. EXAMINATION OF THE AIRPLANE REVEALED THAT THE PILOT HAD PLACED THE FUEL SELECTOR VALVES IN THE AUX POSITION. A PLACARD ON THE FUEL SELECTOR VALVE ASSEMBLY STATED 'USE AUX TANKS AND CROSS FEED FOR LEVEL FLIGHT ONLY.' SUBSEQUENT EXAMINATIONS OF THE AIRFRAME AND POWER PLANTS FAILED TO DISCLOSE ANY MECHANICAL OR SYSTEM MALFUNCTION. DURING THE POST ACCIDENT EXAMINATION, THE RIGHT ENGINE STARTED AND OPERATED, ON THE AIRFRAME, WITH THE EXISTING FUEL AND SUPPORTIVE SYSTEMS.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,566 hours in all; 850 in this make and model; 158 in the last 90 days; 50 in the last 30 days; 2,325 as pilot in command; 425 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 5,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-520-C (piston); 0 hours total
The flight
- Departed from: CHA Chattanooga TN
- Flight plan: IFR
- Runway 3, 7,600 ft by 150 ft
Weather at the time
- Light: night, bright
- Wind: from 340° at 8 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 1:43 am from GSP
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.
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.