Amateur-built Velocity accident near Conway, South Carolina, September 9, 2006
On September 9, 2006 at about 9:00 pm local time, a amateur-built Velocity, registered N31756, was destroyed in an accident near Conway, South Carolina (Conway-Horry County airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power due to fuel starvation. The cause of the fuel starvation was not determined. Contributing to the accident was the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 9, 2006 · about 9:00 pm local time
- Place
- Conway, South Carolina · Conway-Horry County · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Velocity
- Registration
- N31756 · no longer on the register · serial DM0116
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot the engine had a "slight miss". The pilot reported that he was at 1,500 feet mean sea level and initiated S-turn maneuvers in an attempt to lose altitude and perform a landing on runway 04. The pilot stated that he was still too high and began to maneuver the airplane for runway 22. He reduced the power, at which time the engine "quit." The pilot stated that he was not in a position to reach runway 22, and maneuvered the airplane to land on a small dirt road. During the forced landing, the airplane struck a pole and several trees, resulting in substantial damage. A Federal Aviation Administration inspector examined the engine. During the examination, it was reported to the inspector that the engine would run for 30 to 45 minutes, start running rough, and then stop. Fuel was traced within the system to the fuel servo. No fuel was found between the fuel servo and engine manifold. An examination of the remaining airplane systems revealed no anomalies.
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: 20,000 hours in all; 1 in this make and model; 200 in the last 90 days; 30 in the last 30 days; 19,960 as pilot in command
- Last flight review: July 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Landing gear: fixed
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: PHH Andrews SC at 8:30 pm
- Destination: HYW Conway SC
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 140° at 6 knots
- Visibility: 7 statute miles
- Sky: scat at 20,000 ft
- Temperature: 82°F (28°C), dew point 64°F (18°C)
- Altimeter: 30.03 inHg
- Observation at 8:50 pm from MYR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.