# NTSB CEN23LA224: Beech A36, N9169Q, Oklahoma City, OK, June 4, 2023 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: June 4, 2023, 12:15 local (17:15 UTC) - Place: Oklahoma City, OK - Coordinates: 35.601833, -97.706167 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.6018&lon=-97.7062&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern base: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: Federal Aviation Administration, OKC FSDO - NTSB case key (mKey): 192311 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN23LA224 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192311/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=192311 - Page: https://openairdocs.org/ntsb/CEN23LA224 ## Probable cause A loss of engine power during approach for landing for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Beech A36, 23 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=1151604), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern base: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) (defining event); cases with it: [Beech A36, 11 cases](https://openairdocs.org/ntsb-events/000/sequence.md?model=1151604), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Approach-VFR pattern base: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Beech A36, 7 cases](https://openairdocs.org/ntsb-events/060/sequence.md?model=1151604), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech A36, 78 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151604), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot stated that he flew west of the departure airport and practiced several turns before returning to perform several landings. During the descent to the airport, he switched fuel tanks from the left to the right fuel tank. The left fuel tank indication was just above the yellow arc, and the right fuel tank indication was about 3/8 of a tank. While the airplane was on the base leg for landing, the engine began to run rough and sustained a loss of engine power. The pilot switched fuel tanks, turned the boost pump on, and tried the ignition, but he was unable to restore engine power. The pilot then performed a forced landing to a road about one mile south of the airport. The airplane sustained substantial damage to both wings and the horizonal stabilizer. A postaccident examination of the airplane revealed that the airplane fuel selector was in the left fuel tank position, the auxiliary fuel pump was on, and the mixture was full rich. The left and right fuel tanks contained about 10 gallons of fuel, which indicated in the yellow arc of both fuel gauges. A postaccident engine run was performed at engine speeds of 1,800 rpm and 2,300 rpm with the fuel selector positioned to the right fuel tank, and there were no anomalies that precluded engine operation. The fuel selector operated normally. The engine-driven pump, fuel control assembly, injector distributor valve, fuel injector lines, and fuel injectors were then removed for functional testing; no anomalies were noted. ## Factual narrative On June 4, 2023, at 1215 central daylight time, a Beech A36, N9169Q, was involved in an accident near Oklahoma City, Oklahoma. The airline transport pilot and a passenger were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 as a personal flight. The pilot stated that upon takeoff from the departure airport both fuel tank gauges indicated “a little less” than ½ tank. The pilot flew the airplane about 12-15 miles west of the departure airport and practiced a few turns. About 10-15 minutes elapsed before the pilot returned to the departure airport, where he planned to perform landings. The pilot stated that during the descent check, he switched fuel tanks from the left to the right fuel tank. The left fuel tank indication was just above the yellow arc and the right fuel tank indication was about 3/8 of a tank. While the airplane was on the base leg for landing, the engine began to run rough and sustained a loss of engine power. The pilot switched fuel tanks, turned the boost pump on, and tried the ignition, but he was unable to restore engine power. The pilot then performed a forced landing to a road about one mile south of the airport. The airplane sustained substantial damage to both wings and the horizonal stabilizer. The pilot stated that, during recovery of the airplane from the accident site, he turned the battery on and the left fuel tank quantity gauge indicated about 1/4 full; the right fuel tank quantity gauge indicated about 3/8 full. A postaccident examination of the airplane revealed the fuel selector was in the left fuel tank position, the auxiliary fuel pump was on, and the mixture was full rich. The left and right fuel tanks contained about 10 gallons of fuel. The Beech A36 type certificate data sheet stated the unusable fuel for the left and right tanks was 3 gallons per tank. A postaccident engine run was performed at engine speeds of 1,800 rpm and 2,300 rpm with the fuel selector positioned to the right fuel tank and there were no anomalies that precluded engine operation. The fuel selector operated normally. The engine driven pump, fuel control assembly, injector distributor valve, fuel injector lines, and fuel injectors were then removed for functional testing; no anomalies were noted. The Pilot’s Operating Handbook (POH), Section VII, Systems Description, Fuel Required for Flight, states that it is the pilot’s responsibility to ascertain that the fuel quantity indicators are functioning and maintaining a reasonable degree of accuracy. This section states that takeoff is prohibited if the fuel quantity indicators do not indicate above the yellow arc (13 gallons). The POH does not discuss operation of the airplane at fuel indications below the yellow arc for other phases of flight. The POH, Section III, Emergency Procedures, Engine Discrepancy Checks, Condition – Loss of Power, states to turn the auxiliary fuel pump on and lean the mixture as required. The auxiliary fuel pump is to beturned off if there is no performance improvement in a few moments. The Air Start procedure states to leave the auxiliary fuel pump on if the engine-driven pump is inoperative. ## Aircraft - Registration: [N9169Q](https://openairdocs.org/aircraft/N9169Q), registered now, S/N E-253, built 1970 (OpenAirDocs) - Reported make and model: BEECH A36 - Registry model: [Beech A36](https://openairdocs.org/model/beech-a36) (registry code 1151604) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: E-253 - Year built: 1970 - Airframe hours: 5689.84 - Engines: CONT MOTOR IO-520-BB 285 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Yelle Flyers LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 21, 2022 - Destination: Same as departure - Airport: HSD, Sundance, runway 36, 5,000 × 100 ft, asphalt - Equipment: Onboard weather, Stall warning system, ADS-B, Auto-pilot, Electronic flight bag or handheld device, Electronic multifunction display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: none; airline transport, commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review January 19, 2023; seat: left; restraint: 4-point; flight hours: 20,000 total, 173 in this make and model, 17,000 as pilot in command, 245 in the last 90 days, 78 in the last 30 days, 0.4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 70° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 63 °F - Altimeter: 29.98 inHg - Observed at: HSD, 1 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 20230604007019A](https://openairdocs.org/incident/20230604007019A), Jun 4, 2023: Beech A36, Yukon, OK, Substantial damage. During approach to Sundance Airpark rwy 36 engine failed pilot landed north bound on sarah rd approximately 50FT from HWY3. Aircraft entered hwy 3 and struck a… ## Docket (3 files) The files NTSB released with the investigation on April 18, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=192311. 8.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 7.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16870623&FileExtension=pdf&FileName=6120%20Master_Redacted-Rel.pdf - Record of examination (item 2, PDF, 2 pages, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16878276&FileExtension=pdf&FileName=MOR-Rel.pdf - Photos (item 3, PDF, 4 pages, 995 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16878769&FileExtension=pdf&FileName=Photo%20Template-Rel.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.