# NTSB CHI02LA258: Beech A36, N336CB, Benton, KS, August 18, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 17, 2002, 23:35 local (Aug 18, 2002, 04:35 UTC) - Place: Benton, KS - Coordinates: 37.779575, -97.0997 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.7796&lon=-97.0997&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 5 uninjured - Status: Completed, report April 18, 2003 - Report: Approved by Office Director - Parties: Wichita FSDO - NTSB case key (mKey): 55617 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI02LA258 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55617/pdf - Page: https://openairdocs.org/ntsb/CHI02LA258 ## Probable cause Fuel starvation due to the pilot's improper fuel management, the pilot's improper remedial actions during engine restart, and the unsuitable terrain encountered during the forced landing. Additional factors included the inadequate flare and the dark night. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, descent - fuel consumption calculations - not performed, pilot in command (cause) - fluid,fuel - starvation (cause) - remedial action - improper, pilot in command (cause) - Forced landing, emergency descent/landing - In flight collision with terrain/water, emergency descent/landing - flare - inadequate, pilot in command (contributing factor) - light condition - dark night (contributing factor) - unsuitable terrain or takeoff/landing/taxi area - encountered, pilot in command (cause) ## Analysis The airplane sustained substantial damage during a forced landing after a loss of engine power. The pilot reported that during cruise flight at 8,000 feet msl, he "noted sluggish and erratic fuel gauge needle trends on the left gauge." The pilot reported that the engine began to run rough during descent from 8,000 feet. The pilot reported he immediately switched to the right fuel tank and activated the low boost pump. He reported the engine "spooled down." He established a 110 knot glide attitude. He then set the electric fuel pump to high boost and the mixture control to full rich. The engine restarted briefly, then stopped. The pilot executed a forced landing to a field. He reported that he "did not have sufficient visual references with which to accurately flare so we impacted the ground at approximately 85 kts indicated." The inspection of the airplane revealed that the right fuel tank contained about 25 gallons of fuel. The left fuel tank was de-fueled and 3 gallons and 8 ounces of fuel was removed from the tank. The aircraft placard states that the unusable fuel is 3 gallons. The Pilot Operating Handbook states the following information concerning the operation to the Auxiliary Fuel Pump Switch: "The HI position is used for priming the engine during cold starts and also to provide an alternate source of fuel pressure in the event the engine-driven fuel pump fails. HI boost must not be used during flight unless the engine-driven fuel pump has failed. The increased pressure of the HI boost will over-drive the fuel control unit producing abnormally high fuel flows which, in turn, will cause engine roughness. In some cases, engine combustion may cease." ## Factual narrative On August 17, 2002, at 2335 central daylight time, a Beech A36, N336CB, sustained substantial damage during a forced landing about three miles north of Benton Airport (1K1), Benton, Kansas. The airplane was being operated as an instrument flight rules (IFR) pleasure flight under the provisions of Title 14, CFR Part 91 when the accident occurred. Neither the commercial pilot nor his four passengers were reported injured. Night visual meteorological conditions prevailed at the time of the accident. The flight departed Lawrence Municipal Airport (LWC), Lawrence, Kansas, at 2230, en route to Jabara Airport (AAO), Wichita, Kansas. The pilot reported that during cruise flight at 8,000 feet msl, he "noted sluggish and erratic fuel gauge needle trends on the left gauge." The pilot reported that the engine began to run rough during descent from 8,000 feet. The pilot reported he immediately switched to the right fuel tank and activated the low boost pump. He reported the engine "spooled down." He established a 110 knot glide attitude. He then set the electric fuel pump to high boost and the mixture control to full rich. The engine restarted briefly, then stopped. The pilot reported that he executed a forced landing in a field. He reported that he extended the landing gear just before touchdown. He reported, "I did not have sufficient late visual references with which to accurately flare so we impacted the ground at approximately 85 kts indicated." The airplane skidded to a stop in the field. An inspector from the Federal Aviation Administration (FAA) examined the aircraft. He reported the right fuel tank contained about 25 gallons of fuel. The left fuel tank was de-fueled, and 3 gallons and 8 ounces of fuel was removed from the tank. The aircraft placard states that the unusable fuel is 3 gallons. The Pilot Operating Handbook states the following information concerning the operation to the Auxiliary Fuel Pump Switch: "The auxiliary fuel pump is placarded OFF-LO-HI. The LO position is used to supply a low boost to the fuel flow during all flight conditions. The HI position is used for priming the engine during cold starts and also to provide an alternate source of fuel pressure in the event the engine-driven fuel pump fails. HI boost must not be used during flight unless the engine-driven fuel pump has failed. The increased pressure of the HI boost will over-drive the fuel control unit producing abnormally high fuel flows which, in turn, will cause engine roughness. In some cases, engine combustion may cease." ## Aircraft - Registration: [N336CB](https://openairdocs.org/aircraft/N336CB), registered now, S/N E-3431, built 2002 (OpenAirDocs) - Reported make and model: Beech A36 - Registry model: [Raytheon A36](https://openairdocs.org/model/raytheon-a36) (registry code 7150001) (OpenAirDocs) - Registry engine: [Continental IO-550 series](https://openairdocs.org/engine/continental-io-550-series) (registry code 17042, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: E3431 - Airframe hours: 119 - Engines: Continental IO-550 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: M. J. Bravo, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, June 27, 2002, 22 hours before - Departed: LWC, Lawrence, KS - Destination: AAO, Wichita, KS - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review April 28, 2002; seat: left; flight hours: 1,120 total, 600 in this make and model, 1,200 as pilot in command, 60 in the last 90 days, 15 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 60° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: 8,000 ft overcast - Temperature: 73 °F, dew point 72 °F - Altimeter: 29.96 inHg - Observed at: AAO, 10 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 20020817027569A](https://openairdocs.org/incident/20020817027569A), Aug 17, 2002: Beech A36, Benton, KS, Substantial damage. (-23) During the night of August 17, 2002 Mr. C.j. beck, holder of commercial pilot certificate no. 439922923, was PIC of N336CB, a BE-36 Beechcraft bonanza… 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.