Accident Summary
On March 21, 2009, at approximately 1630 central daylight time, a Beech A36, registration N8120R, was substantially damaged during a collision with terrain and vehicles following a loss of engine power and subsequent forced landing in Laredo, Texas. The local flight had departed Laredo International Airport (LRD) around 1530 and remained in the traffic pattern. The aircraft was owned and operated by Yvoden Inc. The certified flight instructor (CFI) sustained minor injuries, and the non-rated passenger/owner received serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight.
Pilot Reports
According to the CFI, while in the traffic pattern at about 800 feet above ground level, the engine "hesitated." The CFI directed the non-rated passenger, who was sitting in the left seat, to change the fuel selector valve to the right tank, which contained an estimated 25 gallons of fuel. The engine subsequently stopped producing power. When the pilots could not restart the engine, the CFI performed a forced landing to an apartment parking lot. During the forced landing, the airplane struck two vehicles before coming to rest upright. Both wings sustained multiple impacts, and the engine was torn away at the firewall. Both wing fuel tanks were breached.
Post-Accident Examination
An on-scene examination by a Federal Aviation Administration (FAA) inspector failed to reveal any airframe or engine anomaly. Damage to the fuel tanks prevented a determination of fuel remaining. The fuel selector was removed and shipped to Wichita, Kansas, for examination at Hawker Beechcraft's facilities. Testing by FAA inspectors and Hawker Beechcraft technical representatives revealed that when the acceptance test procedure was conducted, the fuel selector seeped fuel up the selector shaft when pressure was applied and the selector was in the off-position. The valve did not leak when a tank position was selected. Valve selector detents did not have a "crisp" feel; however, all detents were readily identifiable, and the selector had no obstruction to movement. When disassembled, the shaft seal was found to be intact, but the shaft was worn. Despite the anomaly of seeping fuel in the off-position under pressure, the fuel selector operated normally and would have directed fuel from the selected tank to the engine.
In an interview with FAA inspectors, the pilot reported that he did not use the boost pump during the restart attempt. A review of the pilot's operating handbook (POH) revealed that the second step of the "Engine Failure: After Liftoff and In Flight" checklist is "Auxiliary Fuel Pump - ON." Additionally, the non-rated passenger reported that the CFI switched the tanks several times to ensure the fuel selector was seated in the right fuel tank detent.