Siai-Marchetti SF260TP accident near Norfolk, Virginia, June 9, 2000
On June 9, 2000 at about 10:51 pm local time, a Siai-Marchetti SF260TP, registered N43GP, was substantially damaged in an accident near Norfolk, Virginia (Norfolk Intl 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
Fuel starvation of the engine, caused by the failure of the fuel transfer pump.
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 10:51 pm local time
- Place
- Norfolk, Virginia · Norfolk Intl Airport
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Siai-Marchetti SF260TP · all SF260TPs on the register
- Registration
- N43GP · no longer on the register · serial 61-004
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane departed with 40 gallons of fuel on board, flew locally for about 30 minutes, then returned to the airport to land. While in the traffic pattern, the low fuel pressure warning light illuminated several times. During final approach, the light remained illuminated, and the pilot switched the fuel selector from the "NORMAL" position to the "EMERGENCY" position. The engine experienced several compressor surges and then lost power. The pilot flared high to get over a seawall, and impacted the ground about 900 feet short of the runway. Visual examination of the fuel tanks revealed 10 gallons in the right fuel tank, 5 gallons in the left (main) fuel tank, and about 3 gallons in each tip tank. A review of the airplane's fuel distribution system revealed that fuel was delivered to the engine from the left fuel tank, which was fed by the tip tanks and right tank through the transfer pump. An operational check of the airplane's fuel system revealed little to no fuel flow when the fuel selector was placed in the "NORMAL" position. No fuel flow was observed when the fuel selector was selected to the "EMERGENCY" position. During the check, the transfer pump was manually tapped, and then a steady fuel flow stream was observed. The fuel transfer pump motor cover was removed and carbon deposits, dirty internal windings, and evidence of corrosion was observed. Examination of the airplane and engine revealed no pre-impact malfunctions.
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: 3,132 hours in all; 87 in this make and model; 35 in the last 90 days; 20 in the last 30 days; 2,922 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 600 hours
- Last inspection: approved inspection programme, June 21, 1999; 75 hours since
- Maximum gross weight: 2,425 lb
- Seats: 2
- Landing gear: retractable
- Engine: Allison 250-B17C (turboprop); 0 hours total
The flight
- Departed from: ORF VA at 10:20 pm
- Flight plan: none
- Runway 23, 9,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 11 knots
- Visibility: 10 statute miles
- Sky: not recorded
- Temperature: 185°F (85°C), dew point 154°F (68°C)
- Altimeter: 30.00 inHg
- Observation at 10:51 pm from ORF
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.