History of Flight
On July 1, 2010, at approximately 0750 central daylight time, a Beech F33A single-engine airplane, N3071T, was substantially damaged when it struck terrain five miles east northeast of Perry, Kansas. Visual meteorological conditions prevailed. The personal flight was conducted under 14 CFR Part 91 on an instrument flight rules flight plan. The commercial pilot and his passenger were fatally injured. The cross-country flight departed Charles B. Wheeler Downtown Airport (KMKC), Kansas City, Missouri, and was en route to St. Johns Industrial Air Park (KSJN), St. Johns, Arizona.
The airplane was in radio communication with Kansas City Air Route Traffic Control Center (ZKC). At 0740:55, N3071T contacted ZKC and reported an altitude of 7,000 feet, climbing to 8,000 feet. At 0742:40, the pilot reported he "lost an engine" and requested immediate vectors to the nearest airport. The controller provided a heading of 080, thinking the pilot wished to return to KMKC. At 0743:34, the controller confirmed that intention, and the pilot agreed unless a closer airport existed. The controller noted Lawrence was 10 miles south, offered its weather, and cleared the pilot to descend to 4,000 feet. The pilot stated he would not make Lawrence, and the controller provided headings and landmarks. At 0747:42, the controller asked if the pilot could see a place to land; the pilot replied there were several roads and he wanted to avoid trees. At 0748:06, the pilot reported a road directly ahead. No further transmissions were received. Radar contact was lost at 0749 at 1,300 feet.
A witness observed the airplane flying from north to south at a very low altitude. The nose rose, then came down, and the airplane disappeared behind trees.
Pilot Information
The pilot, aged 56, held a commercial pilot certificate with airplane single-engine land, multiengine land, and instrument ratings, as well as a private pilot certificate with a helicopter rating. He held a third-class medical certificate issued April 7, 2009, with the limitation "must wear corrective lenses." His most recent insurance application, dated October 16, 2009, indicated total flight time of 3,000 hours, with 1,500 hours in the accident make and model. He reported a successful biennial flight review on April 7, 2009. His logbook was unavailable.
Aircraft Information
The accident airplane, a 1987 Beech F33A (serial number CE-1158), was registered with a standard airworthiness certificate for utility operations. It was powered by a Teledyne Continental Motors IO-520-BB engine rated at 285 horsepower at 2,700 rpm, equipped with a three-blade McCauley propeller. A Tornado Alley Turbo Inc. Rammer Intercooler System was installed on March 30, 2007, at an airframe time of 1,920.99 hours. The airplane was maintained under an annual inspection program; the most recent annual was completed on October 9, 2009, at 2,233.63 hours.
Meteorological Information
The closest official weather observation station was Lawrence Municipal Airport (KLWC), 6.75 nautical miles southeast of the accident site, elevation 833 feet msl. The 0752 METAR reported: wind 110 degrees at 6 knots, visibility 9 miles, clear sky, temperature 20°C, dew point 16°C, altimeter 30.26 inches of mercury.
Wreckage and Impact Information
The airplane impacted an open field with short vegetation and rolling terrain, north of a line of trees. A long, narrow ground scar oriented east/west was present, with the propeller at its center. The scar extended 23 feet to a crater containing the propeller assembly. A second scar extended 20 feet in a slight V shape. Debris included engine components, torn metal, cowling, Plexiglas, and both wing tip tanks. The main wreckage consisted of the left and right wings, empennage, fuselage, and engine assembly. The landing gear actuator was retracted; the auxiliary fuel pump switch was off; the fuel selector valve contained trace fuel and was free of contamination; the fuel screen was clear. Both wings exhibited aft accordion crushing; fuel tanks were compromised and empty. The empennage remained attached with minor damage.
Engine and Fuel System Examination
The engine and accessories were examined in Mobile, Alabama. The engine-driven fuel pump drive coupling had broken, and the pump could not be rotated by hand. The pump was shipped to the NTSB Materials Laboratory. Fracture surfaces indicated a torsional overload fracture. Disassembly revealed small particles in the bearing, containing iron, aluminum, silicon, chrome, nickel, and molybdenum; the source was not determined. The electric fuel boost pump functioned normally. No other anomalies precluding normal power production were found.
Additional Information
The airplane was equipped with a JPI EDM 800 unit. Data from the accident flight showed fuel flow dropped to zero 26 minutes into flight, with corresponding decreases in engine rpm and exhaust gas temperature. The flight continued for approximately six more minutes before data ceased.
According to the Beech Aircraft Flight Manual emergency procedures, the maximum glide distance was 1.7 nautical miles per 1,000 feet of altitude above terrain, with gear and flaps retracted, cowl flaps closed, propeller at low rpm, and airspeed 105 knots. Hawker Beechcraft stated the airplane could glide 10.88 miles in a no-wind scenario. The manual also directed the pilot to select the fuel boost pump to ON after a loss of engine power.