Accident Overview
On July 23, 2023, at about 1152 central daylight time, a Beech H35 airplane, registered as N365B, was substantially damaged when it impacted an unoccupied two-story residence approximately one mile south-southwest of Georgetown Executive Airport (GTU) near Georgetown, Texas. The pilot and two passengers sustained minor injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Flight History
The pilot reported purchasing the airplane about one month before the accident. The aircraft was flown from California to Texas by a friend, who also was a flight instructor. The pilot completed a familiarization flight with this friend about two weeks prior to the accident.
On the morning of the accident, the pilot flew from GTU to Gillespie County Airport (T82) with two passengers. The main and auxiliary fuel tanks were full; the wing tip tanks were not fueled. After lunch at T82, the airplane was not refueled before the return flight.
Loss of Engine Power
The pilot stated that the run-up, takeoff, climb, and cruise portions of the return flight were normal. While on left base in the traffic pattern at GTU, after configuring the airplane for landing, he attempted to increase engine power but the engine did not respond. Troubleshooting steps—including activating the fuel boost pump and switching fuel tanks—were unsuccessful. He notified the tower controller of the power loss, and the airplane impacted seconds later.
ADS-B data showed the initial flight departed GTU at 0925 and arrived at T82 about 0959. The accident flight departed T82 about 1124, with the final data point at 1152 near the accident site.
Postaccident Examination
The airplane broke through the roof of the residence and came to rest on the second story, sustaining damage to the fuselage and both wings. An examination of the airframe fuel system confirmed continuity using compressed air from each wing root fuel line through the fuel selector. The fuel selector operated normally when rotated, though the detents at each tank position were not as pronounced as expected. The fuel pump drive coupling was intact, and the electric fuel boost pump operated normally during testing. The fuel strainer contained some water, and the screen was partially obstructed with debris. The recovery operator noted the airplane was stored outside after recovery. Fuel tank vents were unobstructed.
Engine Test Run
After initial examination, an engine test run was conducted. The engine started normally, ran smoothly, and responded promptly to throttle inputs. At full throttle, engine speed was 2,450 rpm, below the manufacturer's specified maximum of 2,700 rpm. Fuel pressure was 18.2 psi, exceeding the limit of 17.2 psi. When the mixture was leaned to achieve 16.0 psi fuel pressure, engine speed measured 2,432 rpm.
Maintenance Records
Maintenance records indicated that in August 1986, the original Continental O-470-G engine was replaced with a Continental IO-520-B engine under Supplemental Type Certificate SA686CE. The fuel pump had been replaced with an overhauled unit about 18 months before the accident flight, accumulating 29 additional hours since replacement. The records noted a “fuel system adjustment” at that time; fuel pressure is a field-adjustable parameter. No entries were present after the annual inspection on January 2, 2023.