Accident Details
On November 10, 2009, at approximately 1735 Pacific standard time, a Beech 35-B33, registration N9617Y, conducted a forced landing short of runway 13L at Chico Municipal Airport, Chico, California. The pilot/owner was operating under 14 CFR Part 91 as a cross-country personal flight. The flight departed Portland, Oregon, around 1430, with Chico as a planned fuel stop. Visual meteorological conditions prevailed, and an IFR flight plan was filed.
Pilot Account
The pilot reported that the fuel tanks were topped off at Portland and that she switched fuel tanks every 30 minutes during the flight. On approach to Chico, while completing the pre-landing checklist, she switched to the left tank, which she believed was the fullest. The pilot was cleared for a straight-in approach to runway 13L. She stated she was on a stable glide path with landing gear and flaps down, mixture rich, and propeller in. At about 100 feet above ground level on final approach, the engine lost power. Initially restrained by her shoulder harness, she moved and switched to the right fuel tank, but the engine did not respond. Seeing the last row of runway approach lights in her path, she raised the flaps. She attempted to activate the fuel boost pump but was uncertain if it engaged while maneuvering to avoid the lights. As the airplane banked right, the wing tip struck the ground, causing the airplane to cartwheel to the right before stopping.
Post-Accident Observations
The airplane touched down about 200 yards short of the runway on airport property. The pilot noted the windscreen was broken, doors were jammed, and the pilot window was broken. Both occupants broke remaining pieces from the pilot window to exit. First responders found the airplane nose-down with the tail approximately 20 feet in the air. The magnetos and battery switch remained on. A fuel and oil leak was observed from the engine. The emergency locator transmitter was active and could not be reset from the instrument panel. The right wing was damaged with no visible fuel; it was unclear if fuel leaked during impact. They drained 12.5 gallons of fuel from the left wing tank, but due to the steep wing angle, the remaining fuel quantity could not be determined.
Examination
Investigators from the National Transportation Safety Board and Teledyne Continental Motors examined the wreckage at a recovery facility. Visual inspection showed left and right main fuel tanks were not breached. The fuel selector valve was positioned to the right main tank and moved freely. The boost pump was in the ON position. Approximately 10 gallons of blue fluid smelling of aviation fuel was drained from the right tank. Fluid from the gascolator also smelled of fuel; the screen was clean. Fuel check valves in both wings and the engine compartment worked properly; vents were open. The fuel line was disconnected at the selector valve, air blown through, and fluid emerged at the inlet side of the fuel pump.
The engine separated during the collision. Spark plugs were clean with no mechanical deformation; electrodes were elliptical, slightly oily, and gray, consistent with normal operation per the Champion Check-A-Plug chart. Borescope inspection showed no mechanical deformation on valves, cylinder walls, or internal cylinder head. The crankshaft rotated freely with valves moving in firing order; accessory case gears turned freely. Thumb compression was obtained on all cylinders. Both magnetos produced spark. The engine-driven fuel pump drive gear was undamaged; the pump rotated freely and functionally tested satisfactory, with fluid flowing freely. Liquid was present in the fuel distribution valve, which had an unbroken rubber diaphragm and clean screen. Fuel injector nozzles for cylinders one, two, and three were clean; nozzles four, five, and six were oily. The fuel control screen was clear. No anomalies were found that would have precluded normal operation.