Bishop, TX, USA
N5021M
Beech C23
The owner of the airplane reported a test flight was required due to the re-installation of the O-360-A4J engine following a major overhaul. The airplane was operated several times after the engine was installed and all the adjustments were made. The aircraft was topped off with a full load of fuel prior to the test flight. The owner of the airplane reported that he was the pilot-in-command of the flight; however, he was occupying the right front seat of the airplane. The left seat was being occupied by another pilot, who was also an airframe and powerplant (A&P) mechanic who performed the engine overhauled and signed off the annual inspection. The mechanic also held an FAA inspection authorization (IA). On the day of the accident, after a complete engine run up and magneto check were completed, the airplane taxied for takeoff on Runway 15. The pilot added that the takeoff was normal and the airplane was indicating a rate of climb of 700 feet-per-minute while climbing at 70 knots indicated. The owner added that as the airplane approached the departure end, the pilot rolled into a 30 degree bank to the left while the airplane continued to climb. The owner added that the engine was "running well until it suddenly stopped." The owner further stated that the pilot was not reacting to the sudden loss of engine power so he said "I've got it," leveled the wings, and tried to keep the nose level and pancaked-in." The FAA inspector confirmed that the ground scars and the crushing damage sustained by the forward area of the fuselage were consistent with the airplane impacting the ground in a pronounced nose-low attitude. The inspector was also able to confirm the presence of fuel aboard the airplane and he was also able to establish flight control continuity. The engine was found in the inverted position, buried under the nose of the airplane. The propeller was still attached to the engine and neither propeller blade had any leading edge damage or "S" bending. The owner of the airplane reported that the sudden loss of engine power was due to the failure of the engine driven fuel pump.
On May 8, 2006, at 1956 central daylight time, a single-engine Beech C23 airplane, N5021M, was substantially damaged during a forced landing following a loss of engine power during initial takeoff climb from Runway 15 at the Bishop Municipal Airport, near Bishop, Texas. The commercial pilot and the pilot-rated passenger were seriously injured. The airplane was owned and operated by a private individual. Visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight was originating at the time of the accident. A patrolman, who responded to the accident site, reported that the pilot and pilot-rated passenger had been performing maintenance on the engine and elected to take a short flight to verify the proper operation of the engine. The patrolman reported that the flight had taken off from Runway 15, and during the initial climb, the engine lost power. The pilot elected to return to the airport, and while attempting to make the airport, the pilot lost control of the airplane. The airplane impacted in a nose low attitude into a cotton field approximately 300 feet west of the extended centerline for Runway 15. There was no fire. The owner of the airplane reported that the O-360-A4J Lycoming engine had been recently overhauled. The newly overhaul engine was run several times after the engine was installed and all the adjustments were made. The aircraft was topped off with a full load of fuel for the test flight. The annual inspection was also performed in conjunction with the engine overhaul. The annual inspection was signed off 4 days prior to the accident. The owner of the airplane reported that he was the pilot-in-command of the flight; however, he was occupying the right seat. The left seat was being occupied by another pilot, who was also an airframe and powerplant (A&P) mechanic who performed the engine overhauled and signed off the annual inspection. The mechanic also held an FAA inspection authorization (IA). On the day of the accident, after a complete engine run up and magneto check, the airplane taxied for takeoff on Runway 15. The pilot added that the takeoff was normal and the airplane was indicating a rate of climb of 700 feet-per-minute while climbing at 70 knots indicated. The owner added that as the airplane approached the departure end of the runway, the pilot on the left seat rolled the airplane into a 30-degree bank to the left while the airplane continued to climb. The owner added that the engine was "running well until it suddenly stopped." The owner further stated that the pilot manipulating the controls was not reacting to the sudden loss of engine power so he said "I've got it," leveled the wings, and tried to keep the nose level and pancaked-in." The FAA inspector, who responded to the accident site, confirmed that the ground scars and the crushing damage sustained by the forward area of the fuselage were consistent with ground impact in a pronounced nose-low attitude. The inspector was also able to confirm the presence of fuel onboard the airplane and also established flight control continuity. He added that the airplane came to rest in the upright position; however all 3 landing gears were collapsed. The flaps were found in the retracted position. The engine was found in the inverted position, buried under the nose of the airplane. The propeller was still attached to the engine and neither propeller blade had any leading edge damage or "S" bending. The owner of the airplane reported that the sudden loss of engine power was due to the failure of the engine driven fuel pump. The Bishop Airport features a single 3,200-foot long, by 50-foot wide asphalt runway (15/33). The field elevation is 55 feet msl. The airport is surrounded by cultivated fields and there were no obstructions in either direction. The FAA inspector added that the airport was surrounded by suitable forced landing areas and cultivated fields. The nearest weather recording station to the accident site was the Kingsville Naval Air Station (KNQI), located 7-nautical miles southwest of the Bishop Airport. At 1956 local, KNQI was reporting wind from 130 degrees at 11 knots, visibility 5 statute miles with haze, a scattered layer at 25,000 feet, temperature 32 degrees Celsius, dew point 23 degrees Celsius, with an altimeter setting of 29.69 inches of Mercury. The investigator-in-charge calculated the density altitude at 2,298 feet.
The delayed landing flare by the pilot which resulted in a hard landing. A contributing factor was the loss of engine power for undetermined reasons.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
