Accident Overview
On January 31, 2017, about 1640 Pacific standard time, a Beech E-55 airplane, registration N711YK, was substantially damaged when it impacted terrain during an attempted go-around at Meadows Field Airport (BFL) in Bakersfield, California. The commercial pilot, who was the sole occupant, sustained minor injuries. The airplane was registered to Sanbarcollbuscom Inc. and operated by the California Aeronautical University as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which originated from BFL about 1530.
Flight and Accident Sequence
The pilot reported that the purpose of the flight was to break in the recently installed rebuilt left engine, which was being operated at a full power setting. After an uneventful flight, he entered the airport traffic pattern on an extended final for runway 30R. As the airplane crossed over the runway threshold and the pilot reduced power, the airplane began to settle into ground effect. The pilot stated that he thought the airplane settled lower than normal and that he decided to initiate a go-around to troubleshoot the landing gear. Upon application of power, the right engine responded; however, when the left engine did not respond, the airplane immediately rolled to the left. Despite reducing power and applying control inputs, the airplane continued to yaw to the left and impacted terrain.
Damage and Examination
Examination of the airplane by a Federal Aviation Administration inspector revealed that both wings and the fuselage were substantially damaged. The wreckage was recovered to a secure location for further examination. Examination of the recovered wreckage revealed that the left and right engines were separated from the wings, and both wings were separated from the fuselage. Examination of the airframe revealed that both the left and right auxiliary fuel boost pumps were in the "off" position. However, photos provided by airport management shortly after the accident showed the left fuel boost pump in the LOW position and the right fuel boost pump in a position consistent with OFF. The left auxiliary fuel pump was retained for further examination. Both the left and right engines were shipped to the facilities of Continental Motors Inc., Mobile, Alabama, for further examination.
Engine Testing
The left engine, a Continental IO-520-CB (8), was mostly intact. The starter and vacuum pump were separated from their mounts. Impact damage was observed to the wye adapter and both induction elbows, as well as the exhaust. The engine was installed in an engine test cell. A normal start on the first attempt was obtained without hesitation or stumbling in observed RPM. The engine was run at various power settings for 20 minutes with no fluctuations in engine RPM. The engine throttle was rapidly advanced from idle to full throttle five times, and it performed normally without any hesitation, stumbling, or interruption in power. The engine was shut down normally by moving the mixture to idle cut off.
The right engine, a Continental IO-520-C, was mostly intact. The starter was separated. The left magneto rotated freely by hand among its attach point; both securing nuts were found loose and not torqued. Without adjusting the magneto, the engine was installed in an engine test cell. A normal start on the first attempt was obtained without hesitation or stumbling in observed RPM. The engine was run at various power settings for 20 minutes with no fluctuations in engine RPM. The engine throttle was rapidly advanced from idle to full throttle five times, and it performed normally without any hesitation, stumbling, or interruption in power. The engine was shut down normally by moving the mixture to idle cut off.
No mechanical anomalies were revealed that would have precluded normal operation of either engine.
Fuel Pump Examination
The left airframe auxiliary fuel boost pump was removed and subsequently shipped to CJ Aviation, Miami, Florida, for further testing. On April 10, 2019, the fuel pump was examined under the supervision of an NTSB investigator. The fuel pump was placed on a test bench and operationally tested to the limits noted on the manufacturer's data plate, which noted flow rates for low boost, at 5 psi, a minimum of 20 gallons per hour (gph), and high boost, at 21 psi, a minimum of 35 gph. During initial tests in the high boost setting, fluid was observed leaking from the outlet fitting. At a pressure of 21 psi, the unit flowed 27.7 gph. The pump was placed in the low boost setting; liquid remained leaking from the outlet fitting. At a pressure of 5 psi, the unit flowed 43.2 gph. The outlet fitting was removed, and the O-ring was found damaged. A new O-ring was installed, and the fuel pump was tested in low and high settings again. The high boost setting at a pressure of 21 psi produced a fuel flow rate of 39 gph, and the low boost setting at a pressure of 5 psi produced a flow rate of 45.1 gph.
Pilot Operating Handbook Guidance
The pilot operating handbook for the accident airplane outlines in Section IV, Normal Procedures, Before Takeoff, that the auxiliary fuel pumps shall be in the OFF position (if ambient temperature is 90°F or above, use LOW pressure boost). For the Before Landing Checklist, the fuel boost pumps shall be in the OFF position or LOW as per ambient temperature. The manual further states in Section VIII, System Descriptions, that in high ambient temperatures, low pressure should be used for ground operation, takeoff, and climb, and that the high pressure position should not be selected while the engine is operating except in the event of engine-driven pump failure, since the high pressure mostly supplies a greater pressure than can be accepted by the injector system for a reduced power condition.
Maintenance Records
Review of supplied airframe and engine maintenance records did not contain any entries pertaining to the airframe fuel pump.
Weather Conditions
The reported temperature at BFL about 14 minutes after the accident was 64°F.