20020621019829A

(-23) Pilot was on approach for landing at Triple W Airport at fuquay-varina, NC after a cross-country flight from bremen, Ohio. Shortly after turning on final from base leg the engine lost power. He checked the fuel selector valve, advanced the throttle to the full open position, checked prop and mixture, and boost pump on high position. He set the trim to hold an 80 mph glide but could not make the airport, the aircraft struck the trees and fell to the ground. The engine and propeller remained in the fork of the large oak tree approximately 35 feet above the ground. The pilot checked the ELT for operation and then called for help on his cellular phone. (.4) on June 21, 2002, about 1620 eastern daylight time, a navion NAV4, N5235K, registered to and operated by an individual, impacted with trees during a forced landing while on final approach at the Triple W Airport, Raleigh, north carolina. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR part 91 personal flight. The airplane was substantially damaged. The private-rated pilot reported no injuries. The flight had originated from bremen, Ohio, at 1346. According to the p ilot after completion of a cross-country flight, he began a decent about 30 miles southeast of greensboro, north carolina. He said he " pulled the knob to start fuel transfer from the reserve (auxiliary) tank." He entered the airport pattern at 1,200 feet MSL and "flew one circuit of the pattern to check the wind sock." He turned onto the base leg, and "a few seconds" later turned onto final. After turning onto final he said, "almost immediately the engine lost power...[he] immediately checked the fuel selector," added full throttle to the engine, checked the propeller control, mixture and booster pump to the high boost position. He felt he could not make it to runway 16, and braced for a crash landing. The airplane struck the trees and fell to the ground. The engine remained lodged in the tree. A mechanic (I.a.), who assisted in the engine examination, and specializes in navion maintenance and restoration, stated in his report, that he felt the engine lost power due to fuel exhaustion as the pilot/owner stated to the I.a. that he had selected the auxiliary tank about two minutes prior to reaching the airport. In addition, the pilot told the mechanic that after the engine lost power the boost pump did not do any good. The pilot said he had flown about 2 hours and 20 minutes from Ohio to Raleigh. According to the mechanic it was his experience with navions that fuel consumption "...would be close to exhausting the fuel in the main tanks," and that the fuel in the main tanks was "near empty" when the pilot switched to the auxiliary tank. The auxiliary tank is "gravity fed" into the right main tank, and not to the selector valve, which "...upon entering a steep bank turn, all the small amount of fuel went to the low side with no way to the accumulator tank from this position." In addition, the placards in the airplane "are clear that an auxiliary tank is to be used in straight, level flight." The aircraft tcds (type certificate data sheets) precludes the operation of the auxiliary tank except in "straight and level flight." It is not approved for use for takeoff or landing. (See the hough aero service's report, an attachment to this report). According to the FAA inspector's statement, an engine inspection was conducted at hough aero services, fuquay-varina, north carolina, August 6, 2002, on the engine that had been installed on N5235K. External examination of the engine revealed that all engine mount legs were broken upon impact when the fuselage separated from the engine. The overall condition of the engine and propeller precluded a ground engine run, but the integrity of the crankshaft, camshaft, connecting rods, and valve train were confirmed. The exhaust system was damaged from impact. The right magneto was broken from the engine at the flange where it attached to the engine. The examination of the spark plugs, the ignition harness, magnetos, and the engine revealed no discrepancies. (See the FAA inspector's statement, an attachment to this report). According to the pilot he had a total of 484 hours in all aircraft, with a total of 44 hours in this make and model airplane. Of the 44 hours in this make and model 25 flight hours were as pilot-in-command.