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20170508005039A

Accident · Substantial damage
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FAA accident report · Beech B19 · Weatherford, TX · May 8, 2017

FAA Aviation Safety Information Portal

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Date
May 8, 2017 · 09:00 local
Place
Weatherford, TX
Phase of flight
Maneuver
Operating rules
General operating rules (Part 91)
Damage
Substantial damage
Aircraft
N18925
NTSB investigation
NTSBCEN17LA179
Reported as
Beech B19
Reported engine
Lycoming 0-320 series
People aboard
2
Fatal injuries
0
Other injuries
0
Pilot’s certificates
Commercial pilot, flight instructor
Pilot’s flight hours
6,574 total65 in this make and model104 in the last 90 days
N18925Registration cancelled Oct 1, 2018 · Beech B19S/N MB-872 · Built 1977Airframe modelBeech B19Engine modelLycoming 0-320 seriesReciprocating

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry 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.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Student?s statement: forced landing maneuver.

I switched the fuel selector to the right tank as the POH calls for before landing in the Beech sport, then I selected carburetor heat, turned on the fuel pump, and lowered the throttle slowly to just above idle. I picked a field suitable to attempt a landing and began our descent to around 2000 ft. MSL. At this time CFI told me to simulate unlatching the door and preparing for landing. We were descending about 800 fpm and he instructed me that at this rate we probably would?ve missed the field I was trying for. He then instructed me to initiate a go around and head back to the airport for normal landings. I advanced the throttle slowly back to full power and the engine did not respond. privacy data omitted Noticed this immediately and took control of the aircraft. He cycled the throttle and still no power. The engine appeared to remain at idle. He cycled the carburetor heat and had me verify that we had the fuel pump on (which it was.) Next, he told me to try to crank the engine. I turned the key and nothing changed. Based on our sink rate, this was about all the time we had to troubleshoot before privacy data omitted said we would have to set the aircraft down. We were unable to reach the field and it was clear we were headed for a grove of trees.

CFI statement:

After about a half hour of performing some air work and simulated instrument training maneuvers, we turned on fuel boost pump and the student switched fuel tanks. The student glanced at the fuel in the left tank and it was registering just above half. The right tank showed slightly higher. I looked and visually checked the fuel selector against the right detent on the fuel selector. I told him to leave the fuel boost pump on since or next maneuver would be the simulated forced landing. After flying around for several minutes while the student got his bearings, we discussed the procedures for the simulated forced landing. The student then turned on the carb heat, retarded the throttle to idle and established a best glide speed of 78 knots. We started our descent from 3000 feet. We first selected one notch of flaps, and then a second notch. I told him to note that the Beech had a sink rate of about 800 fpm- higher than a 150 or 172. At 2000 feet I told the student to simulate unlatching his door, and told him that with this sink rate we probably would not be able to glide to the field as intended and to initiate a go- around. The student then advanced the throttle to the forward position and deselected carb heat. There was no response from the engine. I then grabbed the throttle and cycled it back and then to full forward and reselected carb heat. I told the student to check the mags and turn the ignition to start. That had no effect. At that time the student also noted that we still had fuel pressure. I took control of the airplane and started a slow deceleration as we now descending to a wooded area just in front of our initial intended simulated spot.

As the FAA filed it

STUDENT?S STATEMENT: FORCED LANDING MANEUVER.

I SWITCHED THE FUEL SELECTOR TO THE RIGHT TANK AS THE POH CALLS FOR BEFORE LANDING IN THE BEECH SPORT, THEN I SELECTED CARBURETOR HEAT, TURNED ON THE FUEL PUMP, AND LOWERED THE THROTTLE SLOWLY TO JUST ABOVE IDLE. I PICKED A FIELD SUITABLE TO ATTEMPT A LANDING AND BEGAN OUR DESCENT TO AROUND 2000 FT. MSL. AT THIS TIME CFI TOLD ME TO SIMULATE UNLATCHING THE DOOR AND PREPARING FOR LANDING. WE WERE DESCENDING ABOUT 800 FPM AND HE INSTRUCTED ME THAT AT THIS RATE WE PROBABLY WOULD?VE MISSED THE FIELD I WAS TRYING FOR. HE THEN INSTRUCTED ME TO INITIATE A GO AROUND AND HEAD BACK TO THE AIRPORT FOR NORMAL LANDINGS. I ADVANCED THE THROTTLE SLOWLY BACK TO FULL POWER AND THE ENGINE DID NOT RESPOND. ^PRIVACY DATA OMITTED^ NOTICED THIS IMMEDIATELY AND TOOK CONTROL OF THE AIRCRAFT. HE CYCLED THE THROTTLE AND STILL NO POWER. THE ENGINE APPEARED TO REMAIN AT IDLE. HE CYCLED THE CARBURETOR HEAT AND HAD ME VERIFY THAT WE HAD THE FUEL PUMP ON (WHICH IT WAS.) NEXT, HE TOLD ME TO TRY TO CRANK THE ENGINE. I TURNED THE KEY AND NOTHING CHANGED. BASED ON OUR SINK RATE, THIS WAS ABOUT ALL THE TIME WE HAD TO TROUBLESHOOT BEFORE ^PRIVACY DATA OMITTED^ SAID WE WOULD HAVE TO SET THE AIRCRAFT DOWN. WE WERE UNABLE TO REACH THE FIELD AND IT WAS CLEAR WE WERE HEADED FOR A GROVE OF TREES.

CFI STATEMENT:

AFTER ABOUT A HALF HOUR OF PERFORMING SOME AIR WORK AND SIMULATED INSTRUMENT TRAINING MANEUVERS, WE TURNED ON FUEL BOOST PUMP AND THE STUDENT SWITCHED FUEL TANKS. THE STUDENT GLANCED AT THE FUEL IN THE LEFT TANK AND IT WAS REGISTERING JUST ABOVE HALF. THE RIGHT TANK SHOWED SLIGHTLY HIGHER. I LOOKED AND VISUALLY CHECKED THE FUEL SELECTOR AGAINST THE RIGHT DETENT ON THE FUEL SELECTOR. I TOLD HIM TO LEAVE THE FUEL BOOST PUMP ON SINCE OR NEXT MANEUVER WOULD BE THE SIMULATED FORCED LANDING. AFTER FLYING AROUND FOR SEVERAL MINUTES WHILE THE STUDENT GOT HIS BEARINGS, WE DISCUSSED THE PROCEDURES FOR THE SIMULATED FORCED LANDING. THE STUDENT THEN TURNED ON THE CARB HEAT, RETARDED THE THROTTLE TO IDLE AND ESTABLISHED A BEST GLIDE SPEED OF 78 KNOTS. WE STARTED OUR DESCENT FROM 3000 FEET. WE FIRST SELECTED ONE NOTCH OF FLAPS, AND THEN A SECOND NOTCH. I TOLD HIM TO NOTE THAT THE BEECH HAD A SINK RATE OF ABOUT 800 FPM- HIGHER THAN A 150 OR 172. AT 2000 FEET I TOLD THE STUDENT TO SIMULATE UNLATCHING HIS DOOR, AND TOLD HIM THAT WITH THIS SINK RATE WE PROBABLY WOULD NOT BE ABLE TO GLIDE TO THE FIELD AS INTENDED AND TO INITIATE A GO- AROUND. THE STUDENT THEN ADVANCED THE THROTTLE TO THE FORWARD POSITION AND DESELECTED CARB HEAT. THERE WAS NO RESPONSE FROM THE ENGINE. I THEN GRABBED THE THROTTLE AND CYCLED IT BACK AND THEN TO FULL FORWARD AND RESELECTED CARB HEAT. I TOLD THE STUDENT TO CHECK THE MAGS AND TURN THE IGNITION TO START. THAT HAD NO EFFECT. AT THAT TIME THE STUDENT ALSO NOTED THAT WE STILL HAD FUEL PRESSURE. I TOOK CONTROL OF THE AIRPLANE AND STARTED A SLOW DECELERATION AS WE NOW DESCENDING TO A WOODED AREA JUST IN FRONT OF OUR INITIAL INTENDED SIMULATED SPOT.

NTSB investigation

The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.

NTSB CEN17LA179Accident · Minor injuriesLimited investigationFinal reportWeatherford, TXThe flight instructor’s inadequate in-flight fuel management, which resulted in fuel starvation and a total loss of engine power.May 8, 2017 · Substantial damage

Other reports on N18925 · 1

Matched to the same aircraft by N-number and date.

Incident 19840905064759ILevel Off Touchdown · Atlantic City, NJDuring landing aircraft bounced several times and drifted off runway. Nose gear collapsed.Sep 5, 1984 · Minor damage