Beech BE-35K accident near Houston, Texas, February 15, 2000
On February 15, 2000 at about 3:39 am local time, a Beech BE-35K, registered N6089E, was substantially damaged in an accident near Houston, Texas (Houston/William P. Hobby airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to refuel resulting in fuel exhaustion and a total loss of engine power. Factors were the low ceilings, mist, and the pilot's inability to fly the ILS approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 15, 2000 · about 3:39 am local time
- Place
- Houston, Texas · Houston/William P. Hobby · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech BE-35K
- Registration
- N6089E · no longer on the register · serial D-6057
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-engine airplane struck residential homes after the pilot reported fuel exhaustion during an ILS approach. The pilot's weather briefing indicated VFR conditions for the cross-country flight; however, the possibility of fog was forecasted. The aircraft departed for the cross-country flight with approximately 2 hours of fuel aboard. Upon arrival at the destination airport, fog prevailed. The pilot requested and received an IFR clearance to another airport. The pilot reported 1 hour of fuel aboard. The pilot was given radar vectors and cleared for the ILS approach, missed the approach, and received radar vectors to try the approach again. The controller cancelled this approach clearance as the airplane was low and left of course. The pilot advised the controller that he was fuel critical and had 'about 25 minutes' of fuel. The controller vectored the aircraft to the final turn to intercept the localizer. Subsequently, the pilot transmitted 'out of fuel.' The controller advised the pilot that the aircraft was 8 miles from the airport. Radar contact was lost when the airplane was 6 miles from the airport at an altitude of 200 feet. The integrity of the fuel tanks was compromised during the impact; however, there was no fuel found in the tanks, and no physical evidence of fuel at the site.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,000 hours in all
- Medical certificate: Class 3 (expired)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Landing gear: retractable
- Engine: Continental IO-470-C (piston); 0 hours total
The flight
- Departed from: 50R Lockhart TX at 2:00 am
- Destination: HOU TX
- Flight plan: none
- Runway 4, 7,602 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 160° at 5 knots
- Visibility: 1.8 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 61°F (16°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
- Observation at 3:39 am from HOU, 6 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.
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.