History of Flight
On July 23, 2011, at 0830 mountain daylight time, a Hawker Beechcraft G36 Bonanza, registration N536BB, sustained substantial damage following a loss of engine power and subsequent forced landing at Friedman Memorial Airport (KSUN), Hailey, Idaho. The airplane was registered to and operated by the pilot under 14 CFR Part 91. The private pilot, the sole occupant, was not injured. The planned destination was Aurora State Airport, Aurora, Oregon. Visual meteorological conditions prevailed, and an instrument flight plan was activated.
The pilot reported that shortly after takeoff, he retracted the landing gear, and the engine lost power about 100 feet above ground level. The pilot then lowered the landing gear and landed on the remaining runway. He reported that the airplane was 20 to 25 degrees left of runway heading when it touched down; the airplane subsequently exited the runway and collided with a taxiway sign before coming to rest. The airplane sustained substantial damage to the left wing.
Personnel Information
The 58-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported total flight experience of 314 hours, with 111 hours in the accident airplane make and model. He held a third-class medical certificate issued in September 2009, with a limitation requiring reading glasses available.
Aircraft Information
The G36 Bonanza, serial number E-3854, was a six-place, low-wing, retractable gear airplane manufactured in 2008. It was equipped with a Garmin G1000 integrated flight instrument system incorporating a primary flight display and a multi-function display. Review of maintenance logbooks revealed the most recent annual inspection of the airframe and engine was performed on June 8, 2011, at a total time of 439 hours. The airplane was delivered from the factory powered by a Continental Motors IO-550-B engine, rated at 300 horsepower (naturally aspirated). On July 30, 2008, it was retrofitted with a Tornado Alley Turbo, Inc., "Whirlwind System II" turbo normalizing system. The airplane's total time at installation was 7.7 hours.
Meteorological Information
The weather at KSUN during the accident timeframe was temperature 63 degrees Fahrenheit, dew point 28 degrees Fahrenheit, clear skies, and altimeter setting 30.19 inches Hg.
Airport Information
Friedman Memorial Airport is located in a mountainous region at a field elevation of 5,320 feet. The airport has two hard-surfaced runways, 13 and 31, each 7,550 feet in length.
Tests and Research
The Garmin G1000 data was extracted by NTSB Vehicle Recorder Division personnel. The data revealed that during takeoff and initial climb, engine fuel flow increased from approximately 35 gallons per hour (gph) to approximately 45 gph. Shortly thereafter, engine exhaust gas temperatures and rotations per minute decreased to sub-idle parameters. Postaccident examination revealed no preimpact mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation.
Additional Information
The airplane is equipped with a dual speed, dual pressure, electric vane type auxiliary fuel pump controlled by a single, three-position switch on the pilot's subpanel to the left of the landing gear handle. A placard reads: "AUX FUEL PUMP OPERATION - TAKE OFF AND LAND WITH AUX FUEL PUMP OFF EXCEPT IN CASE OF LOSS OF FUEL PRESSURE." The FAA Approved Airplane Flight Manual Supplement (supplied by Tornado Alley) states the auxiliary fuel pump should be off for takeoff below a density altitude of 5,000 feet and set to low for takeoff above 5,000 feet. The supplement also instructs pilots to manually lean the mixture to 35 gph if fuel flow exceeds 35 gph. It includes a warning that use of the auxiliary fuel pump in the HI position may cause an excessively rich mixture and severely reduce available engine power or cease combustion completely; the HI position should not be used for takeoff unless there is a failure of the engine-driven fuel pump.
The airplane has two separate fuel flow displays: an analog display installed as part of the turbo normalizer installation and a digital readout as part of the G1000 system. The analog display has an upper limit (red) of 35 gph. The digital display incorporates an upper limit and displays in red for fuel flow above 27.4 gph, and includes an aural chime if exceeded. The Flight Manual Supplement instructs pilots to use the analog display as primary. The 27.4 gph limit and aural warning are predicated on the original factory engine induction system, not the turbo normalizing system. Engines with the turbo normalizer have nominal takeoff fuel flow rates exceeding 27.4 gph, activating both warnings. The pilot reported that during the takeoff roll he observed the digital fuel flow display in red and received the aural warning. He also reported that he may have inadvertently switched the auxiliary fuel pump to the HI position during takeoff.