Beech C90 accident near Dallas, Texas, October 9, 2001
On October 9, 2001 at about 6:22 pm local time, a Beech C90, registered N690JP, was substantially damaged in an accident near Dallas, Texas (Dallas Love Field). 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
the pilot's failure to refuel the airplane, which resulted in fuel exhaustion and subsequent loss of dual engine power while on approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 9, 2001 · about 6:22 pm local time
- Place
- Dallas, Texas · Dallas Love Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C90 · all C90s on the register
- Registration
- N690JP · registry record · serial LJ-690
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot flew the airplane on a cross-country flight of at least 2 hours and 47 minutes before dropping of his passengers, and flew back for 2 hours and 7 minutes without refueling. The pilot reported that as the airplane turned onto final approach, the right engine began to surge. He reduced the power on the right engine and increased power on the left, but the airplane started to roll right so he elected to reduce the power on the left engine and land in an alley. Prior to impacting wires, the pilot retracted the landing gear and brought the condition levers to "cut-off." A witness observed the airplane prior to impact and noted that the "motor wasn't on." The airplane impacted power lines, a tree, a natural gas meter, two residences, and a fence. The fuel tanks were compromised during the impact sequence, and the fire department sprayed the area with fire retardant foam. A test of the water runoff revealed "negative results for petroleum risk." Examination of both engines' fuel lines between their respective firewalls and fuel heaters, and fuel pumps and fuel control units revealed that they were void 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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,000 hours in all; 100 in this make and model; 250 in the last 90 days; 90 in the last 30 days; 6,000 as pilot in command; 1,500 on instruments
- Last flight review: July 1, 2001
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,356.4 hours
- Last inspection: continuous airworthiness programme, April 27, 2001; 30.8 hours since
- Maximum gross weight: 9,650 lb
- Seats: 10
- Landing gear: retractable
- Engine 1: P&W PT6A-21 (turboprop); 0 hours total
- Engine 2: P&W PT6A-21 (turboprop); 0 hours total
The flight
- Departed from: SKX Taos TX at 4:15 pm
- Destination: DAL Dallas TX
- Flight plan: IFR
- Runway 13L, 9,000 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 19 knots, gusting 22
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft; scat at 2,100 ft
- Temperature: 75°F (24°C), dew point 70°F (21°C)
- Altimeter: 29.97 inHg
- Observation at 6:32 pm from DAL, 1 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.