# Incident 20140404004389I: Raytheon Aircraft Company A36, Vero Beach, FL, April 4, 2014 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: April 4, 2014, 11:50 local time - Place: Vero Beach, FL - Damage: No damage - Phase of flight: Descent - Operating rules: General operating rules (Part 91) - Location: 27.6472° N, 80.3931° W: Placed by OpenAirDocs: center of Vero Beach, FL, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=27.6472&lon=-80.3931&mi=10 - Aircraft: N283TM, registered now (https://openairdocs.org/aircraft/N283TM) (OpenAirDocs) - Registry model: Raytheon A36 (registry code 7150001, https://openairdocs.org/model/raytheon-a36) (OpenAirDocs) - Registry engine: Continental IO-550 series (registry code 17042, https://openairdocs.org/engine/continental-io-550-series) (OpenAirDocs) - Reported make and model: RAYTHEON AIRCRAFT COMPANY A36 - Reported engine: CONT MOTOR IO-550 SERIES - People aboard: 4 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Private pilot - Pilot flight hours: 919 total, 822 in this make and model, 11 in the last 90 days - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20140404004389I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. THIS INCIDENT WAS INITIALLY REPORTED ON THE DAILY REPORT APPLICATION AS AN EMERGENCY LANDING DUE TO ENG. PROBLEMS. THE ACFT. LANDED, TAXIED AND PARKED APPROX. ON THE INTERSECTION OF HWY. 60 (MILE MARKER 17) AND 146TH AVE SW. THE ACFT. DEPARTED KCNI (CHEROKEE COUNTY , GA.) WITH 37 GAL. OF FUEL IN EACH TANK, FOR KFPR (FORT PIERCE, FL.). DURING THE ENROUTE SEGMENT OF THE FLT., THE INITIAL FUEL MGMT. WAS ON THE LT. TANK TO ENG. FOR 1 HR. 6 MIN., THEN TO RT. TANK TO ENG. FOR 1. 6 MIN. AFTER THE TOTAL FUEL QTY. WAS VERIFIED AT 36 GAL. ON THE JPI 700, THE FUEL WAS SWITCHED BACK TO THE LT. TANK. 30 - 40 MIN. FROM KFPR, WITH INTENTIONS OF SWITCHING BACK TO THE RT. TANK FOR THE APPROACH INTO KFPR. AT APPROX. 20 MILES FROM KFPR, THE ACFT. SHUDDERED, THE ELECTRIC FUEL PUMP ENGAGED AND ATC NOTIFIED OF THE ENGINE OUT. THE P.I.C. SET GLIDE SPEED, OBSERVED LOW TRAFFIC ON HWY 60 IN PREPARATION FOR LANDING AND SUBSEQUENTLY LANDED. TAXIED THE ACFT. OFF HWY 60. P.I.C. THEN CHECKED FUEL SELECTOR SWITCH, NOTICED IT WAS IN THE LT. FUEL POSITION. P.I.C. SWITCHED TO RT. TANK AND THE ENG. STARTED. THE P.I.C. STATED THAT HE ACTUALLY HAD 18 GAL. OF FUEL ONBOARD THE ACFT. PERSONNEL FROM THE INDIAN RIVER COUNTY SHERIFF'S OFFICE (I.R.C.S.O.) OFFICERS WERE ON SCENE. MY ON-SCENE INVESTIGATION CONSISTED OF PHOTOS, CHECKING THE EXTERIOR OF THE ACFT. FOR DAMAGE INCLUDING LANDING GEAR, FLIGHT CONTROL SURFACES, FUEL LEAKS, ENG. COMPARTMENT, VISUALLY CHECKING FUEL TANKS TO CONFIRM CONTENTS, COCKPIT FUEL GAUGE INDICATIONS, HOBBS TIME, AW CERT. AND REGISTRATION, P.I.C. PILOT CERTIFICATE AND CURRENT MEDICAL AND EXTERIOR ACFT. DATA PLATE. THE P.I.C. STATED HIS INTENTION TO DEPART FOR KFPR AND I SUGGESTED THAT IN MY OPINION, HE SHOULD REQUEST ADDITIONAL FUEL BROUGHT TO THE ACFT. PRIOR TO DEPARTURE. THE P.I.C. DID NOT THINK ADDITIONAL FUEL WAS NECESSARY AT THIS POINT SINCE HE HAD CONFIRMED 18 GAL. ONBOARD. I THEN REQUESTED THAT THE P.I.C. PROVIDE A WRITTEN AND SIGNED STATEMENT OF HIS DECISION TO DEPART, FUEL QTY. AND DESTINATION. P.I.C. PROVIDED A WRITTEN AND SIGNED STATEMENT THAT HE WAS DEPARTING WITH THE ACTUAL FUEL ONBOARD, HIS INTENTIONS, DECISION TO DEPART AND DESTINATION AFTER DEPARTURE. P.I.C., I.R.C.S.O. O.I.C. (OFFICER IN CHARGE) AND OTHER OFFICERS ON-SCENE DISCUSSED THE IMPENDING TRAFFIC MANAGEMENT THAT WILL BE IN EFFECT, TAXI AND TAKE-OFF DIRECTIONS INCLUDING WHICH SIDE OF HWY 60 WILL BE USED AND WHERE THE OFFICERS WILL BE POSITIONED. AT APPROX. 16:50 LOCAL, P.I.C. PREFLIGHTED THE ACFT., STARTED THE ACFT., PERFORMED RUN UP/MAG. CHECK, TAXIED EASTBOUND ON THE WESTBOUND SIDE OF HWY 60, TURNED THE ACFT. WESTBOUND INTO THE PREVAILING WIND AND TOOK OFF WITH A SOUTHEASTERLY TURN TOWARDS KFPR AFTER LANDING GEAR RETRACTION. 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.