History of Flight
On December 27, 2008, at about 1521 eastern standard time, a Beech E18S, registration N7765N, was substantially damaged during a forced landing in a wooded area shortly after takeoff from Florida Southwest International Airport (RSW) in Ft. Myers, Florida. The certificated airline transport pilot was the sole occupant and was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the executive/business repositioning flight from RSW to Ft. Lauderdale Executive Airport (FXE) in Ft. Lauderdale, Florida. The flight was conducted under 14 CFR Part 91.
During a phone interview, the pilot stated that earlier in the day, each main and auxiliary fuel tank was filled at FXE, providing 270 gallons of fuel. The rear tank in each wing had some fuel, but he did not use the rear tanks to supply fuel to the engines. He flew from FXE to RSW to pick up the airplane owner and several passengers. After departing RSW at approximately 1130 for FXE, the airplane returned to RSW around 1500, four passengers deplaned, and the pilot prepared for a return flight to FXE. Prior to departure, he checked fuel quantities via gauges; each of the two main tanks and two wing auxiliary tanks registered "3/10's fuel." He departed runway 6. After rotation at 100 feet above ground level, he raised the landing gear and reduced power from takeoff to a cruise/climb setting of 30 inches manifold pressure and 2,000 rpm. He then noticed the right engine had lost power. He attempted to feather the right propeller using the feather switch on the instrument panel, but the propeller did not feather, and he "had not accelerated to blue line airspeed." He switched the fuel selector from main to auxiliary and back to right main, but could not restore power. He reported that all this occurred within one minute of takeoff. Unable to maintain altitude, the airplane impacted trees. After the airplane came to a stop, he turned the magnetos and master switch off and exited through the main cabin door.
According to fuel receipts from a fixed-based operator at FXE, the airplane was last fueled with 170.7 gallons of aviation gasoline on December 7, 2008.
Personnel Information
The pilot held an airline transport pilot certificate with ratings for airplane multiengine land, multiengine sea, and instrument airplane, as well as a commercial certificate for single-engine land, single-engine sea, and glider. His most recent FAA first-class medical certificate was issued May 8, 2008. He reported approximately 14,000 total flight hours, with 195 hours in the accident make and model.
Aircraft Information
The airplane was manufactured in 1959 and underwent an annual inspection on February 1, 2008. At that time, total airframe time was 9,193 hours. It was equipped with two Pratt and Whitney R-9085AN-14B engines, overhauled about one year prior. The left engine had 74 hours since overhaul, the right engine 82 hours. According to the flight log, on the accident day, the airplane flew three flights totaling 2.5 hours. Prior flights were on December 7, 2008.
Wreckage and Impact Information
Examination by an FAA inspector revealed the left engine had separated from the left wing and was approximately 40 yards from the wreckage near the first tree strike; the left propeller had no damage. The right engine remained attached, with the right propeller exhibiting tip damage. The airplane impacted a tree, rotated, and came to rest facing the opposite direction. The empennage was twisted approximately 90 degrees. Control continuity was verified for all surfaces. The left wing had leading edge crushing. Cockpit examination showed throttle levers full forward, left propeller lever about three-fourths forward, right propeller lever about one-fourth forward, mixture controls one-fourth forward, left fuel selector in forward position, right fuel selector in OFF position. The auxiliary wing fuel tanks were ruptured but had evidence of fuel. Main wing fuel tanks were void of fuel; rear auxiliary wing fuel tanks contained some fuel.
Tests and Research
Examination of the engines by a local airframe and powerplant mechanic with FAA oversight revealed no external damage. No contamination was found in the oil filter assembly, fuel screens on the airframe, or fuel screen assemblies in the carburetor for both engines. No fuel was found in the right engine carburetor. Spark plugs for both engines appeared normal. The right engine supercharger impeller was checked and operated. Oil lines to the propeller and propeller governor were secure and in place. Fuel control levers operated normally.
Examination of the right engine feathering oil pump after recovery concluded that all items tested, including the pump, "appeared to function normally and as anticipated."
According to the airplane flight manual (AFM), the main fuel tanks have electric submerged boost pumps sufficient for takeoff power even if engine-driven fuel pumps fail. The manual states: "fuel should be used first from the auxiliary tanks, so that the main tanks are available for take-off, landing and flight through rough air." The Pre-Start Checklist states: "fuel selector valves on to main tanks." The Cruise section states: "Then set up cruising power…The fuel boost pumps should be turned off, the fuel selector handles switched to use fuel as required." Section IV on "Single-Engine Operation" states: "The optimum single-engine rate-of-climb speed at sea level is 116 mph IAS ('blue line' on the airspeed indicator). Maintaining this speed is of extreme importance if best aircraft performance is to be attained during stimulated or actual emergency conditions."