History of Flight
The flight departed Long Beach Airport at 1852 Pacific standard time, destined for Harris Ranch Airport. The pilot reported that during pre-flight, the left fuel tank was full and the right tank level was just above the slot on the tab. After starting the engine with the fuel selector in the left position, he conducted an engine run-up and noted the left fuel gauge indicated three-quarters to seven-eighths and the right gauge indicated full. He then switched the selector to the right before takeoff.
After departure, the pilot climbed to 10,000 feet and switched to the left tank, leaning the mixture to 16 gallons per hour. About 20–30 minutes later, he observed the left gauge at two-thirds and the right almost full, and switched to the right tank. During descent, he canceled IFR flight following upon seeing lights from the Harris Ranch complex, but at about 3,000 feet he encountered a fog layer over the airport and decided to divert to Santa Barbara. While initiating a climbing left turn and requesting an IFR clearance, he adjusted the mixture to full forward. Approximately a minute later, the engine lost power.
Emergency procedures were attempted, including switching fuel tanks, activating the boost pump, and adjusting controls. The engine produced a brief burst of power then ceased. The pilot declared an emergency and diverted toward New Coalinga Municipal Airport. Descending through 1,000 feet in instrument meteorological conditions within a fog layer, with landing gear and flaps retracted, he slowed to 90–100 knots and kept wings level. The airplane landed hard in an open field and came to rest upright.
After exiting, the pilot noticed a pool of clear liquid between the right wing leading edge and the engine. He cycled the master switch multiple times in coordination with first responders, later stating he was unsure if the liquid was fuel. Thick fog hampered the search, which took about an hour.
Aircraft Information
The Beech A36, serial number E-2366, was a six-seat, low-wing, retractable-gear airplane manufactured in 1987. It was powered by a Teledyne Continental Motors IO-550-B engine rated at 300 horsepower. An annual inspection was completed on March 19, 2008, at a Hobbs time of 1,407.1 hours and airframe total time of 2,410.2 hours. Fuel capacity per wing was 40 gallons (37 usable); the detent slot indicated 32 usable gallons per tank. The airplane had been refueled two days prior at Torrance, with no more than 7 gallons used since.
Meteorological Conditions
Instrument meteorological conditions prevailed. The automated weather observation at Lemoore Naval Air Station, 19 miles east of the accident site, at 2056 reported calm wind, visibility one-quarter statute miles in fog, temperature 9°C, dew point 8°C, and an altimeter setting of 30.18 inches of mercury.
Wreckage and Examination
The airplane came to rest upright in an open field about one mile north of New Coalinga Municipal Airport. The engine was mostly separated from the firewall, lying on its left side. The wings remained attached; the left fuselage was substantially damaged. The auxiliary fuel pump switch was in the off position, and the fuel selector was between the right and left tank positions. Wreckage recovery personnel removed about 30 gallons of fuel from the left wing tank and trace amounts from the right.
Airframe examination revealed no anomalies. Flight control continuity was established. The fuel selector, when moved to left or right, allowed airflow. Fuel vents were clear. The electric boost pump functioned normally. No leaks were found in either fuel tank. Seat restraints were intact and functional.
Engine Examination and Testing
The engine exhibited impact damage to its mount legs. The propeller blades were bent aft, twisted, and scratched. Fuel control fittings were damaged, but throttle and mixture linkages moved freely. For testing, a slave propeller, fittings, and other parts were installed. The engine was run twice using a test stand; it started and ran smoothly at idle for about 40 seconds each time. No pre-impact mechanical anomalies that would have precluded normal operation were noted.
Performance Estimation
A Hawker Beechcraft representative calculated that total fuel burn for the flight would have been about 26 gallons if proper leaning techniques were used.
No probable cause was determined in the investigation.