On September 9, 2009, about 1425 eastern daylight time, a Beech H35, N5469D, was substantially damaged during a forced landing in Fredericksburg, Pennsylvania. The certificated private pilot sustained minor injuries. Visual meteorological conditions prevailed. No flight plan had been filed for the local flight, which departed Dee Jay Airport (8PA1), Ono, Pennsylvania. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.
According to the pilot, the airplane experienced a total engine failure. The pilot also stated that he had taken off with 10 gallons of fuel onboard, and that the engine failure occurred at 1,500 feet above mean sea level (msl), but did not provide any further narrative details of the event.
News reports indicated that the airplane landed in a back yard, and a news photograph of the wreckage revealed no apparent damage to the propeller.
Mapping out the position of the accident site relative to Farmers Pride Airport (9N7), Fredericksburg, Pennsylvania, revealed that it was approximately in line with, and about 1,500 feet from the runway 28 threshold.
According to a Federal Aviation Administration (FAA) inspector, the airplane had flown 20 to 25 minutes prior to the accident. His examination of the airplane at the accident scene revealed that the left wing was separated from the fuselage, and that neither wing had any notable amount of fuel in it. However, some fuel could have drained from the left wing prior to the inspector’s arrival at the scene due to how it came to rest. The inspector also found the fuel selector on the right tank, and did not note any mechanical anomalies with the airplane.
Terrain elevation in area of the accident was about 500 feet msl.
The airplane’s pilot operating handbook (POH) states, “It is the pilot’s responsibility to ascertain that the fuel quantity indicators are functioning and maintaining a reasonable degree of accuracy, and be sure of ample fuel for a flight. A minimum of 10 gallons of fuel is required in each main tank before takeoff.” The POH further states, “if the pilot is not sure that at least 10 gallons are in each tank, add necessary fuel so the amount of fuel will be not less than 10 gallons per tank at takeoff. Plan for an ample margin of fuel for any flight.”
According to the FAA inspector, the airplane’s original carburetor fuel feed system for a Continental O-470-G engine, was replaced with a Continental Continuous Flow Fuel Injection System, the same utilized in later Continental IO-470-C engines. Excess fuel was returned to the left main fuel tank, and according to the fuel pump overhaul manual, at 1,600 engine rpm, at a rate of about 6 gallons per hour, and at 2,600 rpm, at a rate of about 25 gallons per hour. As part of the installation, the original wobble fuel pump was replaced by an electric boost pump.
Air Start Procedures for the accident airplane were not available. Air Start Procedures for the Beech J35, with a similar fuel injection installation, included:
“Immediately on noting any condition which would point to imminent engine failure, such as loss of power, loss of fuel pressure, rough running engine, etc., slow the airplane down, and if altitude permits, proceed as follows:
a. Switch fuel tanks.
NOTE: Many engine failures are the result of fuel starvation due to fuel planning. Look at the fuel selector valve handle when switching tanks to avoid inadvertently switching into the OFF position, or an empty tank.
b. Switch on boost pump. c. Throttle – open about 1/2 inch beyond present setting. d. Mixture control – check – full rich. e. Propeller – full high rpm. f. Check ignition switch BOTH, battery and generator switches ON.”
The pilot, age 73, held a private pilot certificate with an airplane single-engine land rating. He reported 1,003 hours of total flight time, with 760 hours in make and model.