Beech A36 accident near Amityville, New York, October 12, 1994
On October 12, 1994 at about 4:27 pm local time, a Beech A36, registered N601AV, was substantially damaged in an accident near Amityville, New York (Republic Airport). It was a flight of an unrecorded kind 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 loss of engine power for undetermined reasons. Also causal was the inspector's improper inflight decision to simulate an emergency beyong the gliding distance to a suitable landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 12, 1994 · about 4:27 pm local time
- Place
- Amityville, New York · Republic Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N601AV · registry record · serial E-1763
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was receiving a re-examination checkride by a FAA inspector when the accident occurred. The flight was conducted in the traffic pattern for runway 01 at Republic Airport (FRG) for the purpose of doing touch-and-go landings on runway 01. While on base leg, the inspector simulated a loss of engine power by retarding the throttle. The pilot stated that he did the emergency procedure for the loss of power, and when he was instructed to advance the power, the engine did not respond. The pilot reported that the fuel pressure gage was indicating in the green arc range. The inspector turned the auxiliary fuel pump on, but the loss of power continued. The inspector took control of the airplane and did a forced landing into a reservoir. The examination of the airplane did not disclose evidence of mechanical malfunction. The airplane was placarded to takeoff and land with aux fuel pump off, except in case of loss of fuel pressure. The approved airplane flight manual indicates the emergency procedure for loss of engine power is to check the fuel flow gage and if fuel is abnormally low to turn the aux fuel pump on then off if performance does not improve in a few moments.
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: private
- Ratings: instrument: airplane
- Flight time: 318 hours in all; 4 in this make and model; 35 in the last 90 days; 20 in the last 30 days; 244 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,628 hours
- Last inspection: 100-hour inspection, September 13, 1994; 100 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: FRG Farmingdale NY at 5:00 pm
- Flight plan: none
- Runway 19
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 010° at 8 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 5:26 pm from FRG, 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.