Beech BE-55 accident near Erie, Pennsylvania, June 9, 2000
On June 9, 2000 at about 2:35 am local time, a Beech BE-55, registered N777K, was destroyed in an accident near Erie, Pennsylvania (Erie International 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
the pilot's improper fuel management which resulted in fuel starvation and a loss of power to both engines. A factor was the pilot's inadequate pre-flight planning and takeoff with inadequate fuel for the flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 2000 · about 2:35 am local time
- Place
- Erie, Pennsylvania · Erie International · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-55
- Registration
- N777K · registry record · serial TC-1893
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flew the twin engine airplane from Erie, Pennsylvania, to Concord, North Carolina, to Dunkirk, New York. Prior to departure from Dunkirk, the pilot declined fuel servicing, and did not visually check the fuel tanks. The pilot stated that when the engines were started the left fuel indicator was between the top of the 'empty' white arc and 1/4 tank, and the right fuel indicator was between 1/4 and 1/2 tank. After a 25 minute flight, while on a straight in approach to Erie, the pilot noticed that the left fuel indicator was in the white arc and prepared for an engine failure. The pilot turned the right fuel selector handle one turn to the left in an attempt to cross-feed fuel from the right tank to both engines. Shortly thereafter, the pilot felt an engine problem and pushed all the controls full forward; however, he did not remember exactly what happened after that point. The airplane descended through trees and came to rest between two buildings. According to a fuel placard, when the right fuel selector handle was turned one click to the left, the selector was in the cross-feed mode, which allowed fuel from the left tank to cross-feed to the right engine. Another fuel placard said, 'Do not take-off if fuel quantity indication gauges indicate in yellow arc or with less than 13 gallons in each wing system.'
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: 900 hours in all; 400 in this make and model; 60 in the last 90 days; 30 in the last 30 days; 750 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, August 18, 1999
- Maximum gross weight: 5,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470 L (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: DKK Dunkirk NY at 2:10 am
- Destination: ERI PA
- Flight plan: none
- Runway 24, 6,500 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 210° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 6,500 ft
- Temperature: 72°F (22°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 1:53 am from ERI, 2 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.