HOUSTON, TX, USA
N6089E
Beech BE-35K
The single-engine airplane struck residential homes after the pilot reported fuel exhaustion during an ILS approach. The pilot's weather briefing indicated VFR conditions for the cross-country flight; however, the possibility of fog was forecasted. The aircraft departed for the cross-country flight with approximately 2 hours of fuel aboard. Upon arrival at the destination airport, fog prevailed. The pilot requested and received an IFR clearance to another airport. The pilot reported 1 hour of fuel aboard. The pilot was given radar vectors and cleared for the ILS approach, missed the approach, and received radar vectors to try the approach again. The controller cancelled this approach clearance as the airplane was low and left of course. The pilot advised the controller that he was fuel critical and had 'about 25 minutes' of fuel. The controller vectored the aircraft to the final turn to intercept the localizer. Subsequently, the pilot transmitted 'out of fuel.' The controller advised the pilot that the aircraft was 8 miles from the airport. Radar contact was lost when the airplane was 6 miles from the airport at an altitude of 200 feet. The integrity of the fuel tanks was compromised during the impact; however, there was no fuel found in the tanks, and no physical evidence of fuel at the site.
On February 14, 2000, at 2139 central standard time, a Beech BE-35K, single-engine airplane, N6089E, struck residential homes while executing an ILS approach at the Houston/William P. Hobby Airport, near Houston, Texas. The commercial pilot, who owned and operated the airplane under 14 Code of Federal Regulations Part 91, received minor injuries. The airplane sustained substantial damage, and two residential homes sustained damage. Instrument meteorological conditions prevailed in the Houston area. A flight plan was not filed; however, the flight had been given an IFR clearance for an approach to runway 04 at the Hobby Airport. The flight originated from Lockhart Municipal Airport near Lockhart, Texas, at 2000 central standard time, with a planned destination of the Houston Gulf Airport near Houston, Texas. At departure, VFR conditions prevailed for the cross-country flight; however, the possibility of fog was forecasted for the Houston area. The aircraft departed Lockhart with approximately 2 hours of fuel. The 148 nautical mile trip at an average groundspeed of 168 knots would take 50 minutes. The aircraft departed Lockhart and climbed to a cruise altitude of 11,500 feet msl. Upon the aircraft's arrival at Houston Gulf, fog prevailed throughout the area. The pilot made several VFR attempts to land the airplane at Houston Gulf. A review of the air traffic control data by the NTSB investigator-in-charge (IIC), revealed the following information. All times have been converted to central standard time. At 2102:05, the pilot requested an IFR clearance to the Hobby Airport. The aircraft was radar identified over Houston Gulf, and the pilot was given a transponder squawk (0261) and an IFR clearance: radar vectors, climb and maintain 3,000 feet [msl], heading 180 [degrees], altimeter 30.03. At 2104:25, N6089E was instructed to fly heading 220 and was issued weather: wind 160 at 6 knots, visibility 2 miles in mist, ceiling 300 broken, temperature 16 degrees Celsius, dew point 15 degrees Celsius. At 2105:10, N6089E was asked and reported 1 person on board with 1 hour fuel. Subsequently, N6089E was instructed to fly heading 270, descend and maintain 2,000 feet msl. At 2121:35, N6089E was cleared to turn right heading 010 degrees, descend and maintain 2,000 feet until established, cleared for ILS 4 approach, maintain 140 knots to the marker. The pilot acknowledged the clearance. Subsequently, the pilot missed the approach and was given missed approach instructions: climb, and maintain 3,000 feet, fly heading 250. At 2118:20, the controller asked the pilot "can you execute this approach, everybody else is getting in." N6089E's transmissions were broken and the controller advised the pilot to try a different transmitter. Subsequent transmissions were readable. The pilot wanted to try the approach again. The aircraft was given radar vectors for the approach. At 2130:00, the controller observed that N6089E appeared to be tracking northbound and asked the pilot if he was receiving the localizer. The pilot responded that he was receiving the signal and was left of the localizer. The controller asked the pilot if he was going to be able to make the approach, and the pilot responded affirmative. Subsequently, the controller observed that the aircraft was at 1,000 feet msl and left of course. At 2131:16, the controller advised the pilot that the approach clearance was cancelled, climb and maintain 2,000 feet, heading 360, and that the airplane was low and left of course. At 2131:28, the pilot advised that he was fuel critical. At 2131:31, the controller asked, "How much fuel do you have?" The pilot responded "about 25 minutes." At 2131:51, the controller instructed N6089E to climb and maintain 3,000 feet, and advised the pilot that he would vector the aircraft downwind for a 5 mile turn to final to intercept for the marker. The controller stated "understand you are able to fly the ILS approach," and the pilot responded "yes." At 2135:35, N6089E was given the final turn to intercept the localizer. At 2136:27, the pilot transmitted "89 Echo out of fuel." The controller advised the pilot that the aircraft was 8 miles from the airport. At 2137:00, Hobby final position controller attempted an emergency ASR approach to runway 04 for N6089E. Radar contact was lost 6 miles from the airport at an altitude of 200 feet. Search and rescue was initiated. At 2139, the weather observation at Hobby Airport was: wind 160 degrees at 5 knots, visibility 1 3/4 mile with mist, ceiling 300 overcast, temperature 16 degrees Celcius (60.8 degrees F.), dew point 15 degrees Celcius (59 degrees F.), altimeter 30.03. A review of FAA data revealed that the commercial pilot/flight instructor held airplane single-engine land, multiengine land, and instrument ratings. He was issued a third class medical certificate on June 5, 1996. On the medical certificate application the pilot reported an accumulated flight time of 5,000 hours. The FAA inspector responding to the site found structural damage throughout the aircraft. The aircraft came to rest on a measured magnetic heading of 080 degrees between two residential homes. Flight control continuity was confirmed. The integrity of the fuel tanks was compromised; however, there was no fuel found in the tanks, and no physical evidence of fuel at the site. Flaps were extended, and the gear was retracted. Numerous attempts by the FAA and the NTSB IIC to contact the pilot were unsuccessful. Mail was unclaimed by the pilot, and he was never available at his office or residential telephone numbers. The Safety Board did not take possession of the aircraft.
The pilot's failure to refuel resulting in fuel exhaustion and a total loss of engine power. Factors were the low ceilings, mist, and the pilot's inability to fly the ILS approach.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
