Beech E55 accident near Manassas, Virginia, November 13, 1995
On November 13, 1995 at about 6:45 pm local time, a Beech E55, registered N36SV, was destroyed in an accident near Manassas, Virginia (Manassas Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to maintain control of the airplane, when the left engine lost power shortly after liftoff. Related factors were the pilot's failure to follow the checklist procedure, and his failure to ensure that the fuel selector was in the proper position for takeoff, which resulted in fuel starvation to the left engine.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 1995 · about 6:45 pm local time
- Place
- Manassas, Virginia · Manassas Regional
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech E55 · all E55s on the register
- Registration
- N36SV · registry record · serial TE848
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot estimated that there was about 60 gallons of fuel onboard the airplane at the time of departure, of which more than two thirds was in the main tanks. The pilot reported that during ground operations, he switched the fuel selector valves to the aux position in an attempt to conserve fuel in the main tanks. He said that he intended to switch back to the main tanks before takeoff, in accordance with the checklist procedure, but forgot. The pilot reported that as the airplane lifted off and he reached for the landing gear handle, the left engine lost power and the airplane snap rolled to the left. Witnesses reported that the airplane impacted the ground on its left wing and cartwheeled beside the runway. A bulletin from the aircraft manufacturer stated, '...If the auxiliary tanks are...selected for takeoff...it is possible for air to enter the auxiliary tank outlet, leading to power interruption.' There was no evidence of preimpact mechanical failure.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 450 hours in all; 80 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 450 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,350 hours
- Last inspection: annual inspection, December 9, 1995; 200 hours since
- Maximum gross weight: 5,300 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-C3 (piston); 0 hours total
The flight
- Departed from: HEF at 6:45 pm
- Destination: GAI Gaithersburg MD
- Flight plan: IFR
- Runway 16L, 5,700 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots, gusting 15
- Visibility: 5 statute miles
- Sky: overcast at 4,000 ft; scat at 1,300 ft
- Temperature: 39°F (4°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
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.