Accident Overview
On May 12, 2011, at approximately 1316 eastern daylight time, a Hawker Beechcraft Corporation G33 Bonanza, registration N1554W, was substantially damaged during a forced landing to a field near Washington, Pennsylvania. The certificated airline transport pilot, who was also the aircraft owner, sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 Code of Federal Regulations Part 91. The flight originated from Washington County Airport (AFJ) around 1315.
Flight History
According to the pilot, the purpose of the flight was to confirm adjustments made after an initial maintenance test flight he performed the previous day, which followed an annual inspection. He intended to fly to Rostraver Airport (FWQ) and return to AFJ if the airplane performed satisfactorily. The pilot stated that he arrived at the maintenance facility, completed a preflight inspection, and specifically noted the fuel quantity. During the engine run-up, he moved the fuel selector to the right tank, which he described as the fuller of the two tanks. After approximately 10 minutes of engine run time, the airplane taxied for takeoff.
After takeoff, the pilot retracted the landing gear. The engine then "choked," and the RPM and manifold pressure decreased. The pilot immediately reduced the pitch attitude and made a left turn to the crosswind leg of the traffic pattern while attempting to restart the engine. He stopped restart attempts when the propeller came to a standstill and selected a field about one mile from the airport for the forced landing. The airplane landed with the landing gear retracted, slid to a stop upright, and sustained wrinkled wings and an engine dislodged from its mounts.
A mechanic at the maintenance facility reported that the pilot did not perform a preflight inspection before the accident flight but instead entered the airplane, started the engine, and taxied toward the runway. As the airplane taxied, the mechanic noticed a piece of tape dangling from the airplane that had been placed during the annual inspection. He signaled the pilot to stop, removed the tape, and then signaled him to continue. According to the mechanic and the facility owner/supervisor, 10 to 15 minutes after taxiing from the hangar, the pilot announced over the radio that "everything concerning the aircraft was running great."
Radar data from the Federal Aviation Administration (FAA) showed that the target identified as the accident airplane climbed to about 700 feet above ground level before descending. The total flight duration was about 1.5 minutes.
Wreckage and Impact Information
The wreckage was examined on May 13, 2011. No odor of fuel or evidence of fuel spillage was present. The initial ground scar was in an open field on a shallow slope, with a wreckage path 138 feet long oriented 248 degrees magnetic. The three-bladed propeller separated from the engine and was found about 90 feet beyond the initial ground scar. The main wreckage came to rest upright, facing about 232 degrees magnetic.
The engine separated from its mounts but remained attached by cables and lines. It rested nearly inverted on its left side, displaced about 60 degrees to the right of centerline. The engine was largely intact but impact-damaged; the starter and pieces of the induction system were separated. The fuel vapor return line and its 45-degree fitting were separated from the fuel pump housing. Examination of the cowling and grass beneath revealed no fuel accumulation, staining, odor, or blight.
The cockpit and cabin were largely intact with impact damage and wrinkling of the floor and exterior sheet metal. The main landing gear was retracted, and the switch was found in the up position. The left main landing gear door separated and was found about 55 feet before the main wreckage. The left front seat lap belt was attached at both points, but the buckle end was not engaged. Testing of the seat belt and cockpit door showed normal operation. Control continuity was confirmed from the cockpit to all flight control surfaces, and the flaps were retracted. The fuel tank selector was found in the left tank position. The auxiliary fuel pump switch was off. The tachometer indicated 1,229.8 hours.
Both wings remained attached. The right wing had upward bending outboard of the fuel tank; the fuel cap was fully seated and locked. When removed, the fuel level reached the slot in the filler neck, about 2 inches below the cap. The left wing had slight upward bending and outboard tip leading edge crush damage. Its fuel cap was also fully seated and locked. Examination revealed only a trace amount of fuel in the left tank. When the left fuel cap was removed, fuel flowed from the open vapor return line port at the fuel pump and pooled in the damaged cowling. The engine's as-found position placed the fuel pump below both fuel tanks. When the fuel selector was moved from the left tank position to "Off," fuel stopped flowing from the pump; moving the selector to the right tank position caused fuel to flow again. Fuel system continuity was confirmed from both tanks to the engine.
Personnel and Aircraft Information
The pilot held an airline transport pilot certificate with multiengine land rating, commercial pilot certificate with single-engine land and instrument ratings, and a first-class medical certificate issued May 20, 2010. He reported 2,790 total flight hours, with 800 hours in the same make and model, and 25 hours in the preceding 90 days.
The airplane, a 1972 four-seat, low-wing, retractable-gear model, was powered by a Teledyne-Continental Motors IO-470-N 260-horsepower engine. The most recent annual inspection was completed on May 11, 2011, at which time the airframe had 4,522 total hours (tachometer 1,228.8). According to the Pilot's Operating Handbook (POH), total fuel capacity was 80 gallons (40 gallons per tank, 3 gallons unusable). When serviced to the slot in the filler neck, each tank contained 35 gallons. The fuel system allowed fuel to be drawn from either tank individually, not simultaneously, and no cross-feed capability existed.
Meteorological Information
Weather observation at AFJ at 1355 included wind from 240 degrees at 5 knots, clear skies, visibility 10 miles, temperature 25°C, dew point 19°C, and altimeter setting 29.96 inches of mercury.
Tests and Research
Engine Examination
The engine was examined at the manufacturing facility on June 15, 2011. The crankshaft was rotated by hand, valve train continuity confirmed, and thumb compression established on all cylinders. Oil and fuel filters were debris-free. Top spark plugs showed normal wear with light gray color. After repairing impact-damaged components, the engine started on the first attempt and ran without hesitation. The throttle was rapidly advanced from idle to full throttle several times without stumbling. Maximum fuel flow rate during examination was 139.5 pounds (23.5 gallons) per hour. The engine ran for approximately 25 minutes and shut down normally.
Fuel Consumption Estimates
The pilot estimated fuel consumption at 11 to 14 gallons per hour, later suggesting a maximum of 16 gallons per hour. The POH stated a range of 6.0 to 22.1 gallons per hour.
GPS Unit Examination
The NTSB records laboratory examined the Garmin 496 GPS unit on May 24, 2011. No pertinent flight log information was downloaded because the tracklog memory was full, with the last recorded flight from February 20, 2011. The pilot had set a fuel prompt to remind him to move the fuel selector every 15 minutes, but examination revealed the fuel reminder mode was set for a 30-minute interval and the reminder mode was in the "Off" position.
Additional Information
Maintenance and fueling records showed the airplane was fueled to the slots on May 11, 2011, the day before the accident. After fueling, two test runs of the engine were completed: one by the maintenance supervisor (approximately 20 minutes, taxi, no defects) and another by the pilot. During the pilot's first attempt, the mechanic heard the engine cranking for a long duration without starting. The supervisor then boarded the airplane and asked the pilot to verify the fuel selector was on. The pilot remarked "oh" and moved the selector one position; after priming, the engine started. The supervisor requested that the pilot perform an aborted takeoff and caution to "stay in the pattern" during the test flight.
About 20 minutes after taxiing, the supervisor noted the accident airplane could not be heard in the pattern, and the pilot failed to respond to hand-held radio calls. The supervisor searched the airport in his vehicle and then proceeded to the main terminal. Airport personnel contacted the pilot on UNICOM, and the pilot reported his position as "20 miles south" of the airport. Radar data from that test flight showed the airplane climbing to 10,200 feet and aloft for approximately 30 minutes.
A placard affixed to the tachometer stated: "Hourmeter recording rate is correct at 2310 RPM."
The POH "Before Starting" checklist included: "Fuel Selector – ON, Fuller tank."
Limitations section and a placard by the fuel selector stated: "Do not take off if fuel quantity gages indicate in yellow band or with less than 13 gallons in each main tank."
The "Engine Failure on Take-off" emergency procedure listed steps including selecting the fuller tank, turning on boost pump, mixture full rich, and magnetos check. If no restart, the manual advised selecting the most favorable landing site ahead and gear down before landing. The manual also stated: "the most probable cause of engine failure would be loss of fuel flow or improper functioning of the ignition system."