Accident Overview
On August 1, 2015, about 1319 eastern daylight time, a Commander Aircraft Company 114-B, registration N6566D, performed a forced landing following a reported loss of engine power during cruise flight near Reading, Pennsylvania. The airline transport-rated pilot and a private pilot-rated passenger were not injured. The airplane was substantially damaged. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated at Reading Regional Airport (RDG), Reading, Pennsylvania, about 1250.
Pilot Statement
The airline transport-rated pilot, seated in the right cockpit seat and acting as pilot-in-command, reported that about 30 minutes into the flight, at 3,000 feet above mean sea level while returning to RDG, the engine seemed to lose power for a second. About one second later, the engine shut off completely. He assumed the controls and initiated engine failure procedures, turning on the electric boost pump and moving the fuel tank selector to all positions. The engine did not restart. He returned the selector to the "both tanks" position and set the nose pitch for best glide speed. He contacted RDG approach control and advised them of the situation. Unable to glide to the airport, he prepared for an off-field landing. During the forced landing, undulating terrain was encountered, and the right wing struck a tree. The airplane came to a stop in a vegetable garden, and both occupants exited the cockpit.
Examination and Findings
An FAA inspector examined the wreckage at the accident site. The fuselage, empennage, and left wing exhibited structural damage from impact forces. The right wing was sheared off at the root. Both wing tanks contained fuel, and there was evidence of fuel leakage. The wreckage was recovered to a facility for further examination.
On September 16, 2015, the engine was examined by an NTSB investigator and an FAA inspector. The wings had been removed for transport, and the remaining fuselage was secured to a flatbed trailer for an engine test-run. Fuel was supplied via a 5-gallon container to the right wing side of the fuel selector. During the first attempt, the engine did not start. Subsequent examination revealed a loose fitting connecting the fuel supply line to the fuel manifold; fuel leaked from the fitting when the auxiliary fuel pump was activated. The fitting was tightened, and the engine then started on the first attempt without hesitation and ran continuously at idle power. Due to three bent propeller blades and vibration, a higher power setting was not attempted.
A review of maintenance records showed no evidence of recent maintenance on the fuel system. The most recent inspection was an annual inspection completed on January 1, 2015, during which a pressure test of the fuel system was recorded. At the time of the accident, the engine had accrued 56 hours of operating time since that inspection.