History of Flight
On February 8, 2016, about 1741 Pacific standard time, a Beechcraft B36TC airplane, registration N113TM, executed a forced landing near Santa Barbara Municipal Airport (SBA) in Santa Barbara, California, after a total loss of engine power during takeoff. The airline transport pilot, the only person aboard, sustained minor injuries. The aircraft was operated by a private individual under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight departed SBA at 1740.
The pilot reported planning to climb to 7,000 feet mean sea level to verify turbocharger function, as it had been recently serviced for a minor power issue. After an uneventful preflight inspection and engine run-up, the pilot took off from runway 25. During the takeoff roll, the engine tachometer and manifold pressure showed normal readings, and the engine sound was continuous. At 300 feet msl, the engine lost power. The pilot made a tight left turn toward the airport, switched fuel tanks, and cycled the fuel boost pump between low and high modes, but power could not be restored. An air traffic controller cleared the pilot to land on taxiway A, but the pilot chose a nearby field. After leveling the wings and extending flaps, the airplane struck a slough about half a mile southeast of the departure end of runway 25. Photographs from the Federal Aviation Administration (FAA) showed substantial damage to the left wing leading edge and forward fuselage.
Archived air traffic control data indicate that the pilot was instructed to depart runway 25 and turn right 20 degrees for traffic. Shortly after departure, the pilot reported to the controller that he would return to the airport. The controller authorized landing on any taxiway, but the pilot replied that he could not reach the airport.
Aircraft Information
According to FAA records, the airplane was manufactured in 1983 and registered to the pilot on August 25, 2014. The pilot purchased the airplane from a bank after a repossession, without maintenance records. The previous owner, who held the aircraft from 1999 under Tango Mike Enterprises, operated it for about 200 hours over 15 years but could not locate the records after repossession.
The airplane was powered by a Continental TSIO-520-UB, 300-horsepower engine. Maintenance records indicate the engine was removed on July 1, 2015, at 1,555 total flight hours for an overhaul completed on August 19, 2015, and reinstalled on December 15, 2015. An annual inspection of the airframe and propeller was completed on November 11, 2015, while the engine was removed. The vacuum pump was replaced on January 28, 2016, and an intake intercooler hose was tightened on February 8, 2016. At the accident time, the tachometer showed 1,565 total flight hours.
The pilot stated that the airplane was delivered by a maintenance facility about two weeks before the accident after the engine overhaul. The mechanic who reinstalled the engine performed several break-in flights before delivery to the pilot in Van Nuys, California. During delivery, the pilot was told that the instrument pressure pump had failed and needed replacement, which was done the next day. The pilot later completed a short flight and noticed slightly low manifold pressure. He then requested replacement of the waste gate and controller, as they had not been overhauled. After that work, the mechanic reported that the engine ran normally after tightening a loose intercooler hose.
Additional Information
The Pilot's Operating Handbook states that the Aux Fuel Pump HI position is used only for priming the engine before starting or as an alternate fuel pressure source if the engine-driven fuel pump fails. The Emergency Procedures section warns that using the high boost pump while the engine-driven pump is operating can cause an excessively rich fuel/air mixture, potentially leading to engine failure.
Tests and Research
Postaccident examination by an FAA inspector showed the fuel selector in the right tank position. When power was applied days later, the left fuel gauge indicated about one-quarter tank, and the right gauge needle was in the yellow arc, indicating less than one-quarter. After recycling the avionics switch, the left gauge showed above three-eighths and the right about three-eighths. Draining yielded 24 gallons from the right tank and about 9 gallons from the left tank.
The fuel system had a total capacity of 108 gallons, composed of two interconnected bladder cells in each wing: a 14-gallon outboard and a 40-gallon inboard. Fuel is directed from the inboard tank through a fuel return line to a selector, then to a dual-pressure electric boost pump before reaching the engine-driven pump. Fuel quantity is measured by two float-operated sensors in each cell, connected to cockpit gauges.
Examination by airframe and engine manufacturers under NTSB supervision found normal wear on fuel quantity floats and normal gauge measurements when float arms were rotated. Sensors were tested with battery power; gauges displayed empty and full indications at sensor stops. Half-tank indications appeared when one sensor was up and the other down. Resistance measurements were within limits except for the right outboard sensor, which showed an open circuit in the full position. Further inspection revealed arc damage on the sensor surface and an off-center internal contact. The boost pump emitted an audible sound in both low and high modes.
Engine crankshaft rotation established continuity throughout the engine. Thumb compression and suction were obtained on all cylinders. Borescope inspection showed no foreign object ingestion or detonation, and combustion chamber colors indicated normal operation. Spark plugs appeared normal but slightly sooty. Both magnetos rotated normally.
The induction air intercooler system, installed in 1987, had the hose from the intercooler to the induction system separated, as well as the hose to the turbo compressor. At the engine manufacturer's facility, a test run revealed manifold pressure did not exceed about 31 inches of mercury and 2,544 rpm at full throttle. An induction leak was found at the intercooler's machined mounting holes. After restoring the turbo discharge routing to standard configuration, the engine achieved rated power (about 37 inches of mercury at 2,756 rpm).