Tupelo, MS, USA
N117HB
BEECH A36
While the airplane was on final approach to the destination airport about 600 feet above ground level, the engine suddenly lost power. The pilot subsequently made a forced landing, and the airplane impacted the ground, became airborne, crossed a road, and then came to rest short of the intended runway. First responders reported that they found the fuel selector valve positioned to the left tank and that they observed fuel leaking from the left wing; however, an exact amount of fuel could not be ascertained. The recovery company reported that the right wing fuel tank contained 17 gallons of fuel and that the left wing fuel tank contained less than 1 gallon of fuel. Postaccident examination revealed no evidence of any mechanical malfunctions or failures that would have precluded normal operation. Although blue streaking was observed on the aft portion of the left wing, it could not be determined if the blue streaks were due to fuel leaking during the flight or the accident sequence or before the day of the accident. Examination of the engine revealed carbon deposits on all of the cylinders' piston faces, which is consistent with operating the engine at too lean of a fuel mixture. Following a normal engine test run, minimal carbon deposits were noted. Although some fuel was in the left wing tank at the time of the accident, it was likely less than the usable amount required, as indicated by the lean fuel mixture at the engine; thus, it is likely that the total loss of engine power was due to fuel starvation.
HISTORY OF FLIGHTOn July 20, 2013, about 1309 central daylight time, a Beech A36, N117HB, experienced a total loss of engine power while on approach for landing at Tupelo Regional Airport (TUP), Tupelo, Mississippi. The pilot subsequently made a forced landing, impacting the ground prior to the airport, the airplane became airborne, crossed a road, and impacted the ground again prior to the intended landing runway. The private pilot sustained minor injuries. The airplane sustained substantial damage to the left wing and forward portion of the fuselage. The airplane was registered to and operated by a private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan had been filed for the flight that originated from Birmingham-Shuttlesworth International Airport (BHM), Birmingham, Alabama about 1200. According to the pilot, he departed TUP earlier in the day and flew direct to BHM. While on final approach to runway 18 at TUP the engine lost power about 600 feet above ground level. The airplane impacted the ground in an off airport open field, bounced back into the air, crossed a road, and landed inside the airport fence. Once the airplane came to rest, he turned the ignition switch to "OFF" and exited the airplane. The pilot further reported that on a previous flight, fuel was observed streaming out of the right fuel tank cap and that he had subsequently replaced only the right fuel cap. According to first responders, the fuel selector valve was turned to the left fuel tank and fuel was observed leaking from the left wing. According to photographs provided by the airport authority, blue fluid was evident on the underside of the left wing and the left wing's flap. Initial examination by a Federal Aviation Administration inspector revealed that the airplane came to rest approximately 1,400 feet from the beginning of the displaced threshold for runway 18. The initial impact location was approximately 800 feet prior to where the airplane came to rest. According to photographs provided by the first responders, two of the three propeller blades exhibited no curling or S-bending and the other propeller blade was bent aft about midspan. PERSONNEL INFORMATIONThe pilot, age 54, held a private pilot certificate with ratings for airplane single-engine land, and instrument airplane. He held a third-class medical certificated issued August 22, 2012 with the limitation that he possess glasses for near vision. The pilot reported a total flight time of 1,067 hours, with 411.6 hours in the make and model of the accident airplane. His most recent flight review was conducted in a Beech A36 on May 22, 2013. AIRCRAFT INFORMATIONThe 6-seat, low wing, single engine, airplane with retractable landing gear, was manufactured in 1978. It was powered by a Teledyne Continental IO-550-B(4), 300-hp engine. The most recent annual inspection was conducted on July 26, 2012, and at the time of the accident, the airplane had accrued 2,670.7 hours. The most recent engine maintenance logbook entry was dated March 19, 2013, and , indicated an engine total time and time since overhaul of 1,481.35 hours. A work order, dated April 10, 2013, was located that revealed the right hand fuel cap was replaced and the left hand fuel cap o-rings were lubricated. AIRPORT INFORMATIONThe 6-seat, low wing, single engine, airplane with retractable landing gear, was manufactured in 1978. It was powered by a Teledyne Continental IO-550-B(4), 300-hp engine. The most recent annual inspection was conducted on July 26, 2012, and at the time of the accident, the airplane had accrued 2,670.7 hours. The most recent engine maintenance logbook entry was dated March 19, 2013, and , indicated an engine total time and time since overhaul of 1,481.35 hours. A work order, dated April 10, 2013, was located that revealed the right hand fuel cap was replaced and the left hand fuel cap o-rings were lubricated. ADDITIONAL INFORMATIONAccording to fuel records, on June 30, 2013 the airplane was fueled with 40.3 gallons of aviation fuel. However, according to the recovery company, the right wing had about 17 gallons of fuel and the left wing had less than 1 gallon of fuel on board. A JP Instruments Inc., EDM-700 unit, was removed from the airplane and sent to the NTSB Recorders Laboratory for download. The data indicated that the engine was operating at a steady rate. About one minute prior to the end of the recording the exhaust gas temperature reading indicated a slight rise followed by a steady decrease to the end of the data and no other abnormal indications were noted. Engine Examination The engine was removed from the airplane, crated, and sent to the engine manufacturer for examination. On November 12, 2013 the engine was examined and mounted in a test cell for an engine run with oversight provided by the NTSB investigator. The examination revealed carbon deposits on all of the piston faces prior to the engine run, which were consistent with operating the engine at too lean of a fuel mixture. Following the engine run there were little carbon deposits noted on the piston faces. More details about the examinations can be found in the "Engine Examination Report" in the public docket for this accident.
The pilot’s improper fuel management, which resulted in a total loss of engine power due to fuel starvation.
Source: NTSB Aviation Accident Database
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