# Accident 20020921025249A: Beech V35, Del Rio, TX, September 21, 2002 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: September 21, 2002, 16:55 local time - Place: Del Rio, TX - Airport: Del Rio International Airport - Damage: Substantial damage - Operating rules: General operating rules (Part 91) - Location: 29.3728° N, 100.9258° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=29.3728&lon=-100.9258&mi=10 - Aircraft: N9486S, a cancelled registration (https://openairdocs.org/deregistered/N9486S-2003-12-16) (OpenAirDocs) - Registry model: Beech V35 (registry code 1151538, https://openairdocs.org/model/beech-v35) (OpenAirDocs) - Registry engine: Continental GTSIO-520-C (registry code 17035, https://openairdocs.org/engine/continental-gtsio-520-c) (OpenAirDocs) - Reported make and model: BEECH V35 - NTSB investigation: [NTSB FTW02LA261](https://openairdocs.org/ntsb/FTW02LA261) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20020921025249A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (.19) ON SEPTEMBER 21, 2002, AT 1655 CENTRAL DAYLIGHT TIME, A BEECH V35 AIRPLANE, N9486S, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED A FENCE AND A DITCH DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER DURING TAKEOFF AT THE DEL RIO INTERNATIONAL AIRPORT, NEAR DEL RIO, TEXAS. THE AIRPLANE WAS REGISTERED TO AND OPERATED BY THE PILOT. THE PRIVATE PILOT, SOLE OCCUPANT OF THE AIRPLANE, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND A FLIGHT PLAN WAS NOT FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. THE CROSS-COUNTRY FLIGHT WAS ORIGINATING AT THE TIME OF THE ACCIDENT, AND WAS DESTINED FOR SCOTTSDALE, ARIZONA. ACCORDING TO THE PILOT, ON LABOR DAY, HE DEPARTED BROWNSVILLE, TEXAS, FOR SCOTTSDALE WITH A PLANNED REFUELING STOP AT PECOS, TEXAS. ABOUT 30 MINUTES PAST DEL RIO, WHILE IN CRUISE FLIGHT AT 10,500 FEET MSL, "THE ENGINE QUIT WITHOUT WARNING." HE IMMEDIATELY MADE A TURN BACK TO DEL RIO, AND THEN SWITCHED FUEL TANKS, CYCLED THE BOOST PUMP, MIXTURE CONTROL, ETC., AND SET UP A BEST GLIDE SPEED OF 105 KNOTS. "AFTER SOME FIDDLING [HE] DETERMINED THAT THE ENGINE WOULD PRODUCE SOME POWER USING THE AUX PUMP ON THE HIGH BOOST POSITION RESULTING IN A VERY LOW POWER SETTING." HE CONTINUED TO THE DEL RIO INTERNATIONAL AIRPORT AND LANDED THE AIRPLANE WITHOUT FURTHER INCIDENT. AFTER CONVERSATIONS WITH A LOCAL AIRCRAFT MECHANIC, IT WAS DETERMINED THAT THE LIKELY PROBLEM WAS THE FAILURE OF THE ENGINE DRIVEN FUEL PUMP. THE MECHANIC REMOVED THE FUEL PUMP, REBUILT IT, AND THE SAME FUEL PUMP WAS REINSTALLED ON THE ENGINE. ON THE DAY OF THE ACCIDENT, THE PILOT COMPLETED A PREFLIGHT DURING WHICH THE FUEL WAS SUMPED. AFTER THE FUEL TANKS WERE TOPPED OFF, THE PILOT STARTED THE ENGINE. HE STATED "THAT THE START-UP WAS A BIT DIFFERENT FROM WHAT [HE] WAS USED TO, IN THAT GENERALLY AFTER THE ENGINE STARTS, IF THERE IS ANY STUMBLING OR ROUGHNESS, A QUICK PULSE OF THE AUX PUMP ON LOW USUALLY CLEARS ANY VAPOR REMAINING IN THE FUEL LINE. HOWEVER, WHEN [HE] PULSED THE AUX PUMP ON LOW THIS TIME, THE ENGINE ALMOST DIED. OPERATING THE ENGINE AT ABOUT 1500 RPM FOR 5-10 SECONDS SEEM TO CLEARED IT UP, AND IT SEEMED SMOOTH AND OPERATING IN A NORMAL MANNER." THE PILOT REPORTED THAT HE TAXIED THE AIRPLANE TO RUNWAY 13 AND COMPLETED A "NORMAL" RUN UP. AFTER PERFORMING THE BEFORE TAKEOFF CHECKS, HE TAXIED THE AIRPLANE ONTO THE RUNWAY, HELD THE BRAKES, AND APPLIED FULL THROTTLE. "IT TOOK A FEW SECONDS FOR THE ENGINE TO REACH 32.5" MP (TAKEOFF POWER) AS IT USUALLY DOES, AND [HE] OBSERVED THE FUEL FLOW TO BE NOT AT, BUT VERY CLOSE TO THE RED LINE PRESSURE (WHERE IT IS SUPPOSED TO BE). THE FUEL FLOW WAS IN ROUGHLY THE SAME POSITION ON THE GAUGE AS IT HAS BEEN IN THIS AIRPLANE FOR MANY YEARS, SO [HE] DEEMED THAT IT WAS ACCEPTABLE." AT FULL POWER, HE HELD THE BRAKES FOR 30-40 SECONDS, "CHECKED THE CHT AND EGTS AND FUEL FLOW, EVERYTHING WAS WITHIN NORMAL LIMITS" SO HE STARTED THE TAKEOFF ROLL. ABOUT 50 FEET AGL, THE PILOT RETRACTED THE LANDING GEAR AND ESTABLISHED AN 90 KNOT CLIMB. "JUST AS THE GEAR HAD CYCLED UP, ABOUT 100 FEET AGL, THE ENGINE QUIT COMPLETELY." HE SWITCHED FUEL TANKS AND TURNED ON THE BOOST PUMP, BUT IT HAD NO EFFECT. HE SELECTED A FIELD TO LAND IN AND EXTENDED THE LANDING GEAR AND FLAPS. THE NOSE LANDING GEAR "CLIPPED THE AIRPORT FENCE, AND [HE] MADE A GENTLE LEFT TURN (ABOUT 20 DEGREES) TO AIM FOR THE LONGEST PART OF THE FIELD." THE MAIN LANDING GEAR TOUCHED DOWN AND HE HELD THE NOSE UP AS LONG AS POSSIBLE, BUT WHEN IT CAME DOWN, IT STARTED SKIDDING ALONG THE GROUND. THE AIRPLANE CAME TO A STOP UPRIGHT IN A DITCH. (-23) ON SEPTEMBER 21, 2002, AT APPROXIMATELY 2030Z (1530 LCL) DURING TAKEOFF FROM RUNWAY 13 AT DEL RIO INTERNATIONAL AIRPORT, DEL RIO, TEXAS (DRT), A BEECHCRAFT V35, N9486S, SERIAL NUMBER D-8181 CRASHED IN A FIELD JUST OFF AIRPORT PROPERTY AND SLIGHTLY LEFT OF THE RUNWAY CENTERLINE. THERE WERE NO INJURIES TO THE PILOT WHO WAS THE ONLY OCCUPANT. THERE WAS NO FIRE. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THE PILOT TOLD INVESTIGATORS THAT THIS TAKEOFF WAS THE FIRST ONE SUBSEQUENT TO THE AIRCRAFT HAVING BEEN WORKED ON. THE PILOT STATED JUST AFTER TAKEOFF THE ENGINE QUIT. THE PILOT ALSO MENTIONED THAT THE FUEL PUMP HAD JUST BEEN CHANGED BECAUSE OF THE ENGINE HAD QUIT DURING THE PREVIOUS FLIGHT, WHICH IS WHY THE AIRCRAFT LANDED AT DEL RIO, TEXAS. (-23 AMENDMENT) AMENDMENT 12-19-2002 FOR CORRECTION OF REGISTRATION NUMBER. PREVIOUS REPORT HAD INCORRECT N9485S. CORRECT REGISTRATION NUMBER IS N9486S. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB FTW02LA261](https://openairdocs.org/ntsb/FTW02LA261), Sep 21, 2002: Beech V35 (N9486S), Del Rio, TX, substantial damage. Probable cause: The loss of engine power due to the low-pressure pump separating internally. Contributing factors were the deterioration of the fuel pump and the lack of suitable terrain for the forced landing. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.