Accident Overview
On October 24, 2018, about 0036 eastern daylight time, a Beech J35, registration N8319D, was substantially damaged during a forced landing to wooded terrain while on a visual approach to runway 24 at University Air Park (UNV), State College, Pennsylvania. The airline transport pilot and the passenger sustained minor injuries. The airplane was registered to and operated by the passenger. Night visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight was operated under 14 CFR Part 91 as a personal flight. The airplane had departed Portsmouth International Airport at Pease (PSM), Portsmouth, New Hampshire, about 2140, destined for UNV.
Pilot and Passenger Statements
The pilot stated that the passenger had purchased the airplane that day in Ossipee, New Hampshire, and they were flying it to Texas. He reviewed the maintenance logbooks before departure but did not conduct a test flight. The first time the pilot flew the airplane was on a previous flight from Windsock Airport (NH69), Ossipee, New Hampshire, to PSM.
The passenger purchased 42.7 gallons of 100LL fuel at PSM, performed a preflight inspection, and confirmed all four fuel tanks were topped off. He also tested the fuel for water and debris, finding none. The airplane's fuel system consisted of two 20-gallon main tanks (17 usable gallons each) and two interconnected 10-gallon auxiliary tanks (9.5 usable gallons each), totaling 53 usable gallons. The pilot did not visually check the fuel level before takeoff.
Accident Sequence
The pilot reported that after takeoff, he selected the left main fuel tank and flew for about one hour to burn approximately 10 gallons. He then switched to the auxiliary fuel tank and flew for approximately 1 to 2 hours, before switching to the right main fuel tank for the last 30 minutes. The flight was normal until they were about 1.5 miles out on final approach at an altitude of 400-500 feet above ground, when the engine suddenly stopped producing power. There was no sputter or warning; the engine "just stopped," but the propeller continued to windmill. The pilot recalled the passenger mentioning no fuel pressure. He immediately pushed the throttle and mixture full forward, retracted the flaps, turned on the auxiliary fuel pump, and "hit" the starter button to restart the engine, but to no avail. He did not switch the fuel selector to another tank. Due to the low altitude, the pilot slowed the airplane and pitched the nose up aggressively to make a soft landing into trees.
Postaccident Examination
The airplane came to rest upright with the nose pointed uphill on a northerly heading. No post-impact fire occurred. Substantial damage was sustained to both wings, fuselage, and tail section; the engine also sustained damage.
According to a police officer who arrived on scene, both pilots were standing outside the airplane and reported no injuries and no fuel leaking. Another officer reported no odor of fuel or visible fluid leaks.
Visual examination of the left main, left auxiliary, and right auxiliary tanks revealed they contained fuel; however, the right main tank was empty. The fuel selector valve was found fully seated on the right main tank. The selector handle moved freely to each tank with clear detents. Examination of the fuel manifold, main fuel line, and injector lines found no fuel. When the airplane was recovered, no fuel was drained from the right main tank; about 4.5 gallons were drained from the auxiliary tank, about 10 gallons from the left main tank, and about 1 gallon from the left auxiliary tank. A fuel sample was light blue and absent of debris and water.
All four fuel tanks were not breached, and no leaking or staining was evident. Shop air blown through the fuel lines to the selector valve showed no obstructions. The manifold was disassembled; its screen was debris-free, and the diaphragm was intact and dry. All fuel delivery lines and injectors were free of debris.
Previous Owner Experience
The previous owner, who had owned the airplane for about five years, stated the airplane operated well but noted that unfamiliarity with the fuel system could lead to fuel exhaustion or power loss. He reported typical fuel burn of about 12.5 gallons per hour at 65% power when properly leaned. He noted that the new owner planned to fly at higher power settings. The previous owner explained the fuel system operation: starting with the left main tank for about an hour to create headroom, as unused fuel from the auxiliary tanks returns to the left main tank. He emphasized that auxiliary tanks should be selected only after using main tank fuel, as they pump fuel faster than the engine consumes, leading to a higher depletion rate. He also mentioned the importance of flying straight and level when on auxiliary tanks. The previous owner described an earlier experience where he forgot to switch from auxiliary tanks and the engine stopped without warning; he was able to restart after selecting a fuller tank.
Engine Examination
Engine compression and valve train continuity were confirmed via manual propeller rotation. Both magnetos generated spark when rotated. No mechanical deficiencies that would preclude normal operation were found.
Pilot Information
The pilot held an airline transport pilot certificate with multiengine land rating and commercial privileges for single-engine land and sea. His last FAA first-class medical certificate was issued on September 10, 2018, at which time he reported 10,400 total flight hours.
Weather Conditions
Weather reported at UNV at 0053 was wind from 320° at 9 knots, visibility 10 miles, scattered clouds at 6,000 feet, broken clouds at 7,500 feet, temperature 9°C, dewpoint 1°C, and altimeter setting 30.09 inHg.