Benton, KS, USA
N336CB
Beech A36
The airplane sustained substantial damage during a forced landing after a loss of engine power. The pilot reported that during cruise flight at 8,000 feet msl, he "noted sluggish and erratic fuel gauge needle trends on the left gauge." The pilot reported that the engine began to run rough during descent from 8,000 feet. The pilot reported he immediately switched to the right fuel tank and activated the low boost pump. He reported the engine "spooled down." He established a 110 knot glide attitude. He then set the electric fuel pump to high boost and the mixture control to full rich. The engine restarted briefly, then stopped. The pilot executed a forced landing to a field. He reported that he "did not have sufficient visual references with which to accurately flare so we impacted the ground at approximately 85 kts indicated." The inspection of the airplane revealed that the right fuel tank contained about 25 gallons of fuel. The left fuel tank was de-fueled and 3 gallons and 8 ounces of fuel was removed from the tank. The aircraft placard states that the unusable fuel is 3 gallons. The Pilot Operating Handbook states the following information concerning the operation to the Auxiliary Fuel Pump Switch: "The HI position is used for priming the engine during cold starts and also to provide an alternate source of fuel pressure in the event the engine-driven fuel pump fails. HI boost must not be used during flight unless the engine-driven fuel pump has failed. The increased pressure of the HI boost will over-drive the fuel control unit producing abnormally high fuel flows which, in turn, will cause engine roughness. In some cases, engine combustion may cease."
On August 17, 2002, at 2335 central daylight time, a Beech A36, N336CB, sustained substantial damage during a forced landing about three miles north of Benton Airport (1K1), Benton, Kansas. The airplane was being operated as an instrument flight rules (IFR) pleasure flight under the provisions of Title 14, CFR Part 91 when the accident occurred. Neither the commercial pilot nor his four passengers were reported injured. Night visual meteorological conditions prevailed at the time of the accident. The flight departed Lawrence Municipal Airport (LWC), Lawrence, Kansas, at 2230, en route to Jabara Airport (AAO), Wichita, Kansas. The pilot reported that during cruise flight at 8,000 feet msl, he "noted sluggish and erratic fuel gauge needle trends on the left gauge." The pilot reported that the engine began to run rough during descent from 8,000 feet. The pilot reported he immediately switched to the right fuel tank and activated the low boost pump. He reported the engine "spooled down." He established a 110 knot glide attitude. He then set the electric fuel pump to high boost and the mixture control to full rich. The engine restarted briefly, then stopped. The pilot reported that he executed a forced landing in a field. He reported that he extended the landing gear just before touchdown. He reported, "I did not have sufficient late visual references with which to accurately flare so we impacted the ground at approximately 85 kts indicated." The airplane skidded to a stop in the field. An inspector from the Federal Aviation Administration (FAA) examined the aircraft. He reported the right fuel tank contained about 25 gallons of fuel. The left fuel tank was de-fueled, and 3 gallons and 8 ounces of fuel was removed from the tank. The aircraft placard states that the unusable fuel is 3 gallons. The Pilot Operating Handbook states the following information concerning the operation to the Auxiliary Fuel Pump Switch: "The auxiliary fuel pump is placarded OFF-LO-HI. The LO position is used to supply a low boost to the fuel flow during all flight conditions. The HI position is used for priming the engine during cold starts and also to provide an alternate source of fuel pressure in the event the engine-driven fuel pump fails. HI boost must not be used during flight unless the engine-driven fuel pump has failed. The increased pressure of the HI boost will over-drive the fuel control unit producing abnormally high fuel flows which, in turn, will cause engine roughness. In some cases, engine combustion may cease."
Fuel starvation due to the pilot's improper fuel management, the pilot's improper remedial actions during engine restart, and the unsuitable terrain encountered during the forced landing. Additional factors included the inadequate flare and the dark night.
Source: NTSB Aviation Accident Database
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