History of Flight
On July 20, 2013, at about 1309 central daylight time, a Beech A36, registration N117HB, experienced a total loss of engine power while on approach for landing at Tupelo Regional Airport (TUP) in Tupelo, Mississippi. The pilot executed a forced landing, impacting the ground before reaching the airport. The airplane then became airborne again, crossed a road, and impacted the ground a second time prior to the intended landing runway. The private pilot sustained minor injuries. The airplane sustained substantial damage to the left wing and forward portion of the fuselage. The flight, operating under Title 14 Code of Federal Regulations Part 91 as a personal flight, had originated from Birmingham-Shuttlesworth International Airport (BHM) in Birmingham, Alabama, about 1200. Visual meteorological conditions prevailed, and no flight plan was filed.
According to the pilot, he had departed TUP earlier that day and flown direct to BHM. While on final approach to runway 18 at TUP, the engine lost power at about 600 feet above ground level. After the airplane came to rest, he turned the ignition switch to "OFF" and exited. The pilot also reported that on a previous flight, fuel was observed streaming out of the right fuel tank cap, and he had subsequently replaced only the right fuel cap.
First responders noted that the fuel selector valve was turned to the left fuel tank and that fuel was leaking from the left wing. Photographs provided by the airport authority showed blue fluid on the underside of the left wing and the left wing's flap.
Initial examination by a Federal Aviation Administration inspector revealed that the airplane came to rest approximately 1,400 feet from the beginning of the displaced threshold for runway 18. The initial impact location was about 800 feet prior to where the airplane came to rest.
Photographs provided by first responders showed that two of the three propeller blades exhibited no curling or S-bending, while the other propeller blade was bent aft about midspan.
Pilot Information
The pilot, aged 54, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He held a third-class medical certificate issued August 22, 2012, with the limitation that he possess glasses for near vision. The pilot reported a total flight time of 1,067 hours, with 411.6 hours in the make and model of the accident airplane. His most recent flight review was conducted in a Beech A36 on May 22, 2013.
Aircraft Information
The 6-seat, low-wing, single-engine airplane with retractable landing gear was manufactured in 1978. It was powered by a Teledyne Continental IO-550-B(4), 300-hp engine. The most recent annual inspection was conducted on July 26, 2012, and at the time of the accident, the airplane had accrued 2,670.7 hours. The most recent engine maintenance logbook entry was dated March 19, 2013, and indicated an engine total time and time since overhaul of 1,481.35 hours. A work order dated April 10, 2013, revealed that the right-hand fuel cap was replaced and the left-hand fuel cap O-rings were lubricated.
Additional Information
According to fuel records, on June 30, 2013, the airplane was fueled with 40.3 gallons of aviation fuel. However, according to the recovery company, the right wing contained about 17 gallons of fuel, and the left wing contained less than 1 gallon of fuel.
A JP Instruments Inc. EDM-700 unit was removed from the airplane and sent to the NTSB Recorders Laboratory for download. The data indicated that the engine was operating at a steady rate. About one minute prior to the end of the recording, the exhaust gas temperature reading showed a slight rise followed by a steady decrease to the end of the data; no other abnormal indications were noted.
Engine Examination
The engine was removed from the airplane, crated, and sent to the engine manufacturer for examination. On November 12, 2013, the engine was examined and mounted in a test cell for an engine run with oversight by the NTSB investigator. The examination revealed carbon deposits on all piston faces prior to the engine run, which were consistent with operating the engine at too lean a fuel mixture. Following the engine run, little carbon deposits were noted on the piston faces. More details about the examinations can be found in the "Engine Examination Report" in the public docket for this accident.