History of the Flight
The pilot, the sole occupant, was flying the aircraft to Dunkeswell Aerodrome for its annual check. During the flight, he selected the auxiliary fuel tanks, believing they contained sufficient fuel. An electrical problem arose with a warning light and no current flow on the ammeter. Unable to rectify it, he diverted to Gloucestershire Airport. Air traffic control cleared him to land without delay. When he selected the landing gear down, the aircraft lost electrical power. He could not confirm gear extension or communicate via radio. Using his mobile phone, he contacted ATC. After a low-level pass, he was told the landing gear was not down. He selected the fuel mixture to rich and propeller pitch to fine, then flew away to orbit and manually extend the landing gear. Having never done this before, he operated the manual extension system twice to ensure the gear was down. He could not monitor fuel status because the gauges were inoperative. Returning for another low pass, he approached Runway 27 relatively steeply, leveling at 300 ft. Increasing engine power near the airport perimeter, the left engine did not respond. The aircraft yawed left, bringing Runway 22 into view, and the pilot landed immediately without further incident.
Aircraft Examination
Both hinges on the right main landing gear door were found broken. No other damage was noted. The left auxiliary fuel tank was empty, the right auxiliary tank low, and the main tanks were quarter-full. The fuel selector was in the auxiliary tank position. Functional tests on the aircraft did not identify an electrical fault; the pilot later flew it to Dunkeswell for its annual service.
Aircraft Information
The aircraft, a 1961 Beechcraft 95-B55 Baron (registration 2-NOVA), is equipped with two alternators, each with its own ammeter and toggle switch. Two voltage regulators exist, with only one active at a time selected by a switch. The landing gear is electrically actuated with a manual emergency extension system. The Pilot’s Operating Handbook (POH) contains a caution that the manual system should not be used to retract the gear. The manufacturer advised that manually retracting the gear can over-travel and stress the hinges due to limited clearance.
Investigation Findings
The pilot was unable to resolve the electrical problem using the alternator switches and did not select the alternate voltage regulator. The manual extension system was used twice, contrary to the POH. The manufacturer stated that manual retraction can over-travel the gear, loading the hinges; both hinges were broken after landing. The pilot selected auxiliary tanks but could not monitor fuel after power loss. He believed sufficient fuel remained but may have become preoccupied with the gear and did not consider increased fuel usage from rich mixture and fine propeller. As he approached for a flypast, the left engine did not respond to power increase, likely due to fuel exhaustion. The aircraft yawed left, and the pilot landed on an alternate runway. The AAIB noted this event as a reminder of the importance of referring to the POH in unfamiliar situations and considering the implications of unexpected events on fuel status.