On April 7, 2011, at 1227 central daylight time, a Beech A36 Bonanza, N24192, lost engine power during an en route descent, which resulted in a forced landing near Monaville, Texas. The pilot was not injured; however, the passenger sustained minor injuries. The airplane received substantial damage. The airplane was registered to and operated by the pilot, as a co-owner, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the accident site. The flight was operated on an instrument flight rules (IFR) flight plan, and originated from Lakeway Airport (3R9), Austin, Texas, about 1130.

The pilot stated that the engine experienced an intermittent loss of power after the airplane leveled at 3,000 feet mean sea level (msl). He moved the engine mixture to full rich, and switched the fuel selector from the left tank to the right tank. The engine regained power momentarily, but then began to hesitate again. The pilot activated the fuel boost pump, at which time the engine lost power completely. Further efforts to restore engine power were unsuccessful. He subsequently executed a forced landing to an open field.

A postaccident inspection revealed substantial damage to the right wing at the root, adjacent to the fuselage. The nose landing gear collapsed, and the engine exhaust assembly was deformed. Two blades of the 3-bladed propeller assembly were bent aft over the length of the blades. The engine itself appeared undamaged. The wings were removed to facilitate recovery.

An engine test run was conducted under the direct supervision of the NTSB. The propeller was replaced and the engine exhaust assembly was repaired prior to the test run. Fuel was provided at the left wing fuel inlet. The engine was started using the airplane electrical system. After a few minutes at idle, the engine speed was increased to 1,700 rpm. A magneto check was conducted with a 50 rpm drop observed on each magneto. At full throttle, the engine ran at 2,700 rpm and 29 inches manifold pressure. Engine and propeller governor operation appeared normal.

Maintenance records indicate that the engine was overhauled in October 2007. The most recent inspection was completed on August 13, 2010. According to the maintenance and engine test run records, about 120 hours had accumulated since the overhaul and approximately 30 hours had accumulated since the most recent inspection.