Beech C90 accident near Islip, New York, May 18, 2001
On May 18, 2001 at about 9:25 pm local time, a Beech C90, registered N270TC, was substantially damaged in an accident near Islip, New York (Long Island Mac Arthur airport). It was a positioning flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to activate the fuel transfer pumps in accordance with the check list, which resulted in fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 18, 2001 · about 9:25 pm local time
- Place
- Islip, New York · Long Island Mac Arthur · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C90 · all C90s on the register
- Registration
- N270TC · no longer on the register · serial LJ-858
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After about a 20 minute flight, while on final approach for landing, the airplane experienced a loss of engine power on both engines, and the pilot-in-command (PIC) performed a forced landing into trees about 1/2 mile from the airport. The left and right boost pumps and the left and right transfer pumps, were observed in the "OFF" position. According to the PIC, after he exited the airplane, he retuned to the cockpit and "shut off the fuel panel. The fuel quantity indicator toggle switch was observed in the "TOTAL" position. Examination of the fuel system revealed both engine nacelle tanks, both wing center section tanks, and the right wing fuel tanks were not compromised. About 1 quart of fuel was drained from the left and right engine nacelle tanks, respectively. Less than a quart of fuel was drained from the right wing tanks. The left wing tanks were compromised during the accident; however there was and no evidence of a fuel spill. Examination of the left and right wing center tanks revealed approximately 27 gallons (approximately 181 lbs) of fuel present in each tank. Battery power was connected to the airplane, and when the fuel transfer pump switches were turned to the "ON" position, fuel was observed being pumped from the left and right wing center tanks to their respective nacelle tanks. The accident flight was the third flight of the day for the flight crew and airplane. According to a flight log located in the cockpit, the flight crew indicated 750 lbs of fuel remained at the time of the takeoff. According to the airplane flight manual (AFM),"Fuel for each engine is supplied from a nacelle tank and four interconnected wing tanks...The outboard wing tanks supply the center section wing tank by gravity flow. The nacelle tank draws its fuel supply from the center section tank. Since the center section tank is lower than the other wing tanks and the nacelle tank, the fuel is transferred to the nacelle tank by the fuel transfer pump in the low spot of the center section tank...." Additionally, with the transfer pumps inoperative, all wing fuel except 28 gallons from each wing will transfer to the nacelle tank through gravity feed.
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: 2,439 hours in all; 98 in this make and model; 63 in the last 90 days; 40 in the last 30 days; 2,129 as pilot in command; 1,393 on instruments
- Last flight review: December 21, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,613 hours in all; 114 in this make and model; 67 in the last 90 days; 27 in the last 30 days; 1,410 as pilot in command
- Last flight review: December 5, 2000
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 6,581 hours
- Last inspection: continuous airworthiness programme, December 6, 2000; 175 hours since
- Maximum gross weight: 9,650 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Pratt & Whitney PT6-21 (turboprop); 0 hours total
- Engine 2: Pratt & Whitney PT6-21 (turboprop); 0 hours total
The flight
- Departed from: HTO East Hampton NY at 9:00 pm
- Destination: ISP Islip NY
- Flight plan: none
- Runway 24, 7,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft
- Temperature: 57°F (14°C), dew point 50°F (10°C)
- Altimeter: 29.95 inHg
- Observation at 9:27 pm from ISP, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.