# NTSB ATL05CA027: Beech A36TC, N38047, Huntsville, AL, November 20, 2004 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Data collection · Final report - Date: November 19, 2004, 21:30 local (Nov 20, 2004, 03:30 UTC) - Place: Huntsville, AL - Coordinates: 34.640277, -86.773056 - Nearby events: https://openairdocs.org/map.md?lat=34.6403&lon=-86.7731&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 3 uninjured - Status: Completed, report June 28, 2006 - Report: Approved by Office Director - Parties: Birmingham FSDO - 09 - NTSB case key (mKey): 60589 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL05CA027 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/60589/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=60589 - Page: https://openairdocs.org/ntsb/ATL05CA027 ## Probable cause The pilot's improper fuel management, which resulted in a loss of engine power due to fuel starvation and a forced landing to an open field. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - iaf to faf/outer marker (ifr) - fluid,fuel - starvation (cause) - fuel management - improper, pilot in command (cause) - Forced landing, emergency descent/landing - In flight collision with terrain/water, emergency descent/landing - terrain condition - open field ## Analysis The flight was being vectored for the ILS 18L approach when the pilot reported a loss of engine power approximately 7 miles from the airport at an altitude of approximately 2,000 feet mean sea level (MSL). The pilot stated that he switched main fuel tanks and performed the loss of power procedures as outlined in the Pilot's Operating Handbook, but his attempts to restore engine power were unsuccessful. The pilot performed an off-airport landing with the gear retracted, and the airplane collided with the ground and slid to a stop. The left main fuel tank and left tip tank were empty with no evidence of fuel leakage. Approximately 36 gallons of fuel was recovered from the right main fuel tank, and the right tip tank was empty with no evidence of fuel leakage. The fuel selector handle was positioned to the right tank. Examination of the engine revealed continuity from the cockpit throttle and mixture controls to the fuel servo. The exhaust pipe was crushed. Examination of the top spark plugs revealed no evidence of abnormal wear or deposits. In preparation for a test run, the damaged propeller was removed and a Hartzell three-bladed club prop was installed. A three-inch by three-inch hole was cut in the exhaust pipe above the crushed area to facilitate exhaust flow, and the air inlet was cleared of mud. A portable fuel tank was connected to the supply fitting at the right wing root, and the fuel recovered from the right wing tank was utilized for the test run. An engine start was accomplished utilizing the cockpit controls; the engine started within four to five seconds and was observed to run smoothly. The engine idled smoothly at 700 to 750 rpm, and the engine operated smoothly up to 1900 rpm; higher rpms was not attempted. A magneto check was performed at 1900 rpm, and a drop of 75 rpm was observed for each. ## Factual narrative On November 19, 2004, about 2130 central standard time, a Beech A36TC, N38047, registered to and operated by Repro-Air LLC, collided into a field following a loss of engine power in Huntsville, Alabama. The personal flight was operated under the provisions of Title 14 CFR Part 91 with an instrument flight rules (IFR) flight plan filed. Instrument meteorological conditions prevailed. The private pilot received serious injuries, the three passengers were not injured, and the airplane received substantial damage. The flight departed San Antonio, Texas, at 1800 central standard time on November 19, 2004. The flight was being vectored for the ILS 18L approach to Huntsville International Airport, Huntsville, Alabama, when the pilot reported a loss of engine power approximately 7 miles from the airport at an altitude of approximately 2,000 feet mean sea level (MSL). The pilot stated he switched main fuel tanks and performed the loss of power procedures as outlined in the Pilot's Operating Handbook, but his attempts to restore engine power were unsuccessful. The pilot performed an off-airport landing with the gear retracted, and the airplane collided with the ground and slid to a stop. The airplane came to rest upright in a cotton field approximately three miles north of the Huntsville International Airport. The underside of the engine cowl was crushed, and the fuselage was buckled at the left wing root. All three propeller blades were bent aft, and the air inlet was crushed and caked with mud. The left main fuel tank and left tip tank were empty with no evidence of fuel leakage. Approximately 36 gallons of fuel was recovered from the right main fuel tank, and the right tip tank was empty with no evidence of fuel leakage. The fuel selector handle was positioned to the right tank. Examination of the engine at a recovery facility revealed continuity from the cockpit throttle and mixture controls to the fuel servo. The exhaust pipe was crushed. Examination of the top spark plugs revealed no evidence of abnormal wear or deposits. Dark blue staining was observed near the fuel injector nozzles on all cylinders except the No. 6 cylinder, and the staining was most pronounced on the No. 3 cylinder. In preparation for a test run, the damaged propeller was removed and a Hartzell three-blade club prop was installed. A three-inch by three-inch hole was cut in the exhaust pipe above the crushed area to facilitate exhaust flow, and the air inlet was cleared of mud. A portable fuel tank was connected to the supple fitting at the right wing root, and the fuel recovered from the right wing tank was utilized for the test run. The airplane's battery was absent of charge, and an external battery source was utilized. An engine start was accomplished utilizing the cockpit controls; the engine started within four to five seconds and was observed to run smoothly. The engine idled smoothly at 700 to 750 rpm, and the engine operated smoothly up to 1900 rpm; higher rpm was not attempted. A magneto check was performed at 1900 rpm, and a drop of 75 rpm was observed for each. The pilot reported no mechanical malfunction with the airplane. A review of the Pilot's Operating Handbook for the Raytheon Aircraft Beech A36TC, Section III: Emergency Procedures, Engine Failure, In Flight, Fuel Depletion, states: "1. Fuel Selector Valve - SELECT OTHER TANK (feel for detent & visually check), 2. Auxiliary Fuel Pump - LOW, 3. Throttle - 1/2 OPEN." ## Aircraft - Registration: N38047 (not matched to a registry record) - Reported make and model: Beech A36TC - Category: Airplane - Serial number: EA-176 - Engines: Teledyne Continental TSIO-520-UB reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Repro-Air, LLC - Airworthiness certificate: Standard, Utility - Departed: KSAT, San Antonio, TN - Destination: KHSV, Huntsville, AL - Flight plan: IFR - Airport: KHSV, Huntsville International, runway 18L ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 39; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; flight hours: 748 total, 436 in this make and model, 51 in the last 90 days, 17 in the last 30 days ## Weather - Conditions: Instrument (IMC), Night - Wind: calm - Visibility: 1.5 statute miles - Lowest ceiling: 100 ft broken - Temperature: 55 °F, dew point 55 °F - Altimeter: 30.06 inHg - Observed at: KHSV, 3 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20041119029149A](https://openairdocs.org/incident/20041119029149A), Nov 19, 2004: Beech A36TC, Madison, AL, Substantial damage. (-23) Aircraft on vectors for ILS approach at huntsville, Alabama (khsv). Descended to 3000 feet engine lost power. Pilot states that he attempted a restart to… ## Docket (4 files) The files NTSB released with the investigation on April 6, 2006, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=60589. 3.1 MB in all. - Maintenance Log (item 1, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40388949&FileExtension=.PDF&FileName=Maintenance%20Log-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 2, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40388920&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 3, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40388922&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Operating Handbook - Restart (item 4, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40223034&FileExtension=.PDF&FileName=Pilot%20Operating%20Handbook%20-%20Restart-Master.PDF 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. --- 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.