WAXAHACHIE, TX, USA
N213Q
Beech BE-35
The single engine airplane was airborne, at 3,500 feet for about 35 minutes. Just after a level turn, a 'rapid' loss of engine RPM occurred, and fuel flow indicators showed a decrease below 10 GPH flow rate. After the pilot switched 'on' the fuel boost pump and changed the fuel selector lever from the 'left' to 'right' main tank, there was no increase in power. During the emergency descent, a restart was attempted with no results. At this point, a forced landing was executed to a field with high vegetation. Usable fuel was found in both left and right wing fuel tanks. The engine ran throughout its normal RPM range during a test run. After the test run, pneumatic testing showed pressure drops when suction was introduced. Also, the airplane had experienced a fuel system problem about 2 weeks prior to the accident, but flew about 30 minutes after the engine driven fuel pump was removed, repaired, and replaced. The reason for the loss of engine power could not be determined.
On December 15, 1998, approximately 1510 central standard time, a Beech BE-35 airplane, N213Q, was substantially damaged during a forced landing following a loss of power while maneuvering in the vicinity of Waxahachie, Texas. The private pilot and his pilot rated passenger, received minor injuries. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 pre-sale evaluation flight. The local flight originated from the Eagles Nest Estates Airfield, Midlothian, Texas, at 1425. The airplane was being evaluated for purchase by the pilot from the pilot rated passenger, who represented J.L.C. Aviation, of Midlothian, Texas. According to a written statement provided by the pilot, he had been airborne for about 35 minutes, at 3,500 feet. Just after a level turn to return to Midlothian, there was a "rapid" loss of engine RPM, and the "fuel flow computer was decreasing through 10 GPH flow rate." The pilot switched "ON" the fuel boost pump and changed the fuel selector lever from the "left" to "right" main tank position, but no increase in power was noted. During the descent, he attempted to restart the engine with no results, and elected to land the airplane on a farm road. Realizing that he would not make it to the road, he landed in an adjacent cow pasture with high vegetation. In a written statement and a telephone interview with the NTSB investigator-in-charge, the pilot rated passenger reported that he witnessed what he thought was a fuel flow problem, followed by a total loss of engine power. During examination of the airplane after the accident, an FAA inspector reported that the underside of the fuselage was found buckled. All three propeller blades exhibited bending aft. Usable fuel was found in both left and right wing fuel tanks. A summary review of airframe and engine logbook annotations, did not disclose any evidence of anomalies or uncorrected defects. On January 7, 1999, the engine was examined and prepared for a test run under the supervision of the NTSB investigator-in-charge. Also present were an FAA inspector and the owner of the airplane. The following are the observations of that examination: The airplane fuselage, with wings removed, was strapped to a trailer, and a usable propeller was installed. The interior was removed to expose the fuel selector valve, and some fuel stains were present on the selector valve. The spark plugs were removed, examined, and replaced. Very small lead deposits were found on the electrodes of the plugs. The engine was started on the third attempt, operated at idle for approximately two minutes, and at full power for about 5 minutes. At full power, the electric fuel pump was turned "ON". The pump sounded as if it sucked air prior to catching its prime. After the run, the fuel line at the engine driven fuel pump was disconnected and capped. The fuel tank was disconnected and a pneumatic fitting was attached to the left fuel tank line. Air pressure was incrementally raised to 80 psi, and no verifiable leaks were noted. Suction was introduced into the system. At high suction readings, the pressure dropped quickly, before stabilizing at lower suction readings. Air pressure was then applied to the hose at the engine driven fuel pump (fuel tank connector was capped). No discernable leaks were noted, with the fuel selector switch/valve in all positions. The fuel manifold (flow divider) was removed and examined. Some corrosion and a few bits of debris were found on the dry side of the diaphragm. The fuel filter was found to be installed upside down, and some debris was present in the main fuel strainer. The fuel selector valve was removed, and the return valves were found stuck in the body. The split case o-rings were somewhat squared, but there were no signs of leakage. The engine driven fuel pump was not disassembled. The electric fuel pump showed no leakage in pressure testing. The overboard drain did not indicate that the pump was venting fuel. It is noted that the sound (sucking air) of the electric pump when turned on, and the drop of vacuum at high settings are indications that air could have been introduced into the system. In a follow up telephone interview with the investigator-in-charge, the owner reported the following information. Several weeks prior to the accident, the owner picked up the airplane after it had been sitting idle for about 5 months after an annual inspection. Upon run-up, he discovered, what he interpreted as "fuel system problems." He returned the airplane to the mechanic. The mechanic determined that the engine driven fuel pump was causing the problems. The fuel pump was removed, overhauled, and replaced. After the maintenance, the aircraft flew about 30 minutes with no reported difficulties prior to the accident flight.
The loss of engine power for undetermined reasons. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB Aviation Accident Database
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