Accident Overview
On November 15, 2014, about 1606 eastern standard time, a Beech F33A, registration N4548S, was substantially damaged when it impacted trees during a forced landing following a loss of power during cruise flight near Clinton, Connecticut. The pilot, who was the sole occupant, received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight departed Groton-New London Airport (GON), Groton, Connecticut, and was destined for Orange County Airport (MGJ), Montgomery, New York.
Pilot Information
The pilot held a Federal Aviation Administration commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. Her most recent FAA second-class medical certificate was issued on August 25, 2014. She reported approximately 1,549 total flight hours, with 827 hours in the accident airplane make and model.
Aircraft Information
The airplane was a Beech F33A, serial number not specified. On November 4, 1999, the original Continental IO-550-BA engine was replaced with a 300-horsepower Continental IO-550-B engine equipped with a Hartzell 3-bladed, variable-pitch, constant-speed propeller, under FAA Supplemental Type Certificate SA2200SW. The most recent annual inspection was completed on February 22, 2014. At the time of the accident, the airplane had 3,016.02 total hours, and the engine had 866.72 hours since major overhaul.
Flight History
Earlier on the day of the accident, the pilot flew the airplane from MGJ to GON. She reported having about 20 gallons of fuel in each wing tank prior to departure and did not refuel at GON. At approximately 1555, she departed GON for the return flight to MGJ. After takeoff, she climbed to 4,500 feet mean sea level and set cruise power: 2,300 rpm, manifold pressure 23 inches of mercury, and fuel flow 13 gallons per hour.
While en route, air traffic control (ATC) pointed out traffic ahead. The pilot reported difficulty seeing due to bright sunlight. Shortly after, she heard a loud explosive bang. The tachometer indicated rpm rose above 2,500, then dropped to 2,000. The airplane began to shudder and lose altitude. She reduced the propeller control with no effect and then aggressively advanced it, but rpm did not increase.
She declared an emergency with ATC, who advised landing at Chester Airport (SNC), Connecticut. She received vectors toward SNC but could not locate the airport or any clearing. She continued flying straight and level, aiming to land on tree tops. She attempted to shut off the fuel selector but was uncertain if it was fully off before the airplane collided with trees.
Wreckage and Impact
The airplane came to rest inverted, nose and left wing down, wedged between trees about 6 feet above ground. The wings, fuselage, engine, and empennage were impact damaged. Control continuity was established to all flight controls. Wing flaps were retracted, landing gear was up, and the fuel selector was found in the LEFT TANK position. About 17 gallons of fuel was recovered from the right wing tank, less than 1 gallon from the left. No fuel was found in the supply line to the engine-driven fuel pump.
Engine Examination and Test Run
The engine was examined at Continental Motors Inc. on March 24, 2015. Impact damage was noted, but internal components showed no anomalies. During a subsequent test run, the engine started without hesitation and operated normally through various power settings, including rapid throttle advances, with no interruptions or failures.
Additional Equipment Data
The airplane was equipped with a JP Instruments FS-450 electronic fuel-flow indicator and a Garmin GPSMAP 496. Data from the GPS unit showed the accident flight duration was about 26 minutes. The fuel-flow indicator had not been initialized recently; recorded values indicated fuel used of 285.3 gallons and remaining 0 gallons, which did not reflect actual fuel on board.
Fueling and Fuel System
Records from MGJ indicated the airplane had not been fueled at that airport since July 19, 2014. The fuel system comprised a 40-gallon capacity cell in each wing leading edge (37 gallons usable) and 15-gallon fiberglass tip tanks. Fuel from tip tanks could be transferred to main tanks in cruise flight.
Probable Cause
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