Accident Details
On January 26, 2022, at about 1055 mountain standard time, a Beech F33A airplane, registration N1HH, was substantially damaged in an accident near Williams, Arizona. The pilot reported minor injuries. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot Report
According to the pilot, after departure, he turned left to the west. While climbing through approximately 700 to 800 ft above ground level, the engine lost power. The pilot initiated a right turn back toward the airport but realized he would not reach it and chose to land in an open desert field. The airplane landed hard and impacted vegetation during the landing roll. The pilot stated that he had topped off the right fuel tanks before the flight and that the fuel selector was positioned to the right main tank.
The pilot reported that on previous flights, he had observed minor heating in two engine cylinders and had informed his mechanic. The mechanic advised him to turn on the fuel boost pump when overheating occurred, and this method had worked until the accident day. On the accident flight, when the two cylinders began heating up, the pilot activated the boost pump. Shortly after, the engine lost total power.
Mechanic Report
The mechanic stated that the pilot was in a rush to take possession of the airplane and expressed an urgent desire to fly from Arizona to California. After the airplane was released, the pilot called to report that the airplane was running well except that cylinder number 2 was still running hot. The mechanic suggested noting exhaust gas temperature (EGT), cylinder head temperature (CHT), and fuel flow indications and bringing the airplane in for further maintenance. The mechanic did not recall suggesting use of the auxiliary fuel boost pump during takeoff or climb.
Fuel System and Placards
The airplane was equipped with an electric auxiliary fuel boost pump that could be manually activated via a cockpit switch. The auxiliary fuel pump placard stated: “Take-off and land with AUX fuel pump off except in case of loss of fuel press.” The pilot operating handbook (POH), Section IV, Normal Procedures, Before Take-Off, states: “Auxiliary Fuel Pump – CHECK OFF.”
Engine Monitoring Data
The airplane was equipped with an Insight Instrument engine monitoring system. Data from the accident flight showed fuel flow increased from 23.4 to 28.7 gph, with a peak of 30.8 gph, followed by a sudden decrease and a corresponding drop in CHT and EGT. The Continental Motors SID97-3F recommended fuel flow settings between 23.2 and 24.9 gph.
Postaccident Examination
Postaccident examination revealed bending and crushing near the roots of both wings. Flight control continuity was confirmed from all primary flight control surfaces to the cockpit controls. No evidence of any preaccident mechanical failures or malfunctions was found that would have precluded normal operation.