Beech BE 65-80 accident near Malone, New York, June 5, 1998
On June 5, 1998 at about 7:31 pm local time, a Beech BE 65-80, registered N215AB, was destroyed in an accident near Malone, New York (Malone-Dufort Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 4 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow emergency procedures, and his failure to maintain control of the airplane after a loss of power from one engine. Factors include fuel filter blockage, inadequate maintenance, and the pilot's lack of experience in multi-engine airplanes.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 1998 · about 7:31 pm local time
- Place
- Malone, New York · Malone-Dufort Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 4 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE 65-80
- Registration
- N215AB · no longer on the register · serial LD-58
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After a 4.7 hour flight, while turning onto final, the airplane landed short. The pilot did not mention engine problems during a police interview. He subsequently told an FAA Inspector that the left engine failed, then later, that the right engine failed. He told the Safety Board that both engines failed. Adequate fuel was confirmed. The previous day, the right engine failed approaching another airport. The pilot performed a single-engine go-around, with landing gear and flaps down. He refused assistance and performed his own maintenance. He cleaned the fuel filters of both engines. During a ground runup, the right engine was hard to start, and required a high fuel flow to remain running. After the pilot re-cleaned the right fuel filter the engine ran fine. The flight was uneventful until the accident. Post-flight examination revealed all propeller blades bent back 90 degrees, with significant chordwise scoring on one blade per engine. The left engine fuel filter was relatively clean, with some brown residue which contained ferrous material. The right engine fuel filter was heavily coated with a white residue which contained aluminum, and brown material which contained ferrous material. The pilot received his multi-engine rating on April 22, 1998.
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: multi-engine land; single-engine land
- Flight time: 535 hours in all; 48 in this make and model; 71 in the last 90 days; 47 in the last 30 days; 488 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,758 hours
- Last inspection: annual inspection, February 10, 1998; 47 hours since
- Maximum gross weight: 8,000 lb
- Seats: 9
- Landing gear: retractable
- Engine: Lycoming IGSO-540-B1A (piston); 0 hours total
The flight
- Departed from: CRE Nrth Myrtle Bch SC at 2:30 pm
- Destination: MAL
- Flight plan: VFR
- Runway 32, 3,245 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 16 knots, gusting 21
- Visibility: 10 statute miles
- Sky: scat at 15,000 ft
- Temperature: 66°F (19°C), dew point 37°F (3°C)
- Observation at 6:50 pm from MSS, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 3 |
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.