CHI06LA220

The airplane was damaged during a forced landing following a complete loss of engine power on both engines. The pilot reported that the right engine lost power first followed by the left engine. The pilot reported that he began the flight with 70 gallons of fuel and that the fuel gauges indicated that fuel remained at the time the engine stopped producing power. Postaccident examination of the airplane revealed that no usable fuel remained in the airplane. Subsequent testing of the fuel gauges indicated the gauges functioned properly.

History of flight

On July 27, 2006, at 0840 central daylight time (cdt), a Beech model 95-B55, N127W, piloted by a commercial pilot, sustained substantial damage during a forced landing following a loss of engine power while in a holding pattern following a missed approach to runway 25 at the Whiteside County Airport (SQI), Sterling/Rock Falls, Illinois. The 14 CFR Part 91 flight was operating in instrument meteorological conditions on an instrument flight rules (IFR) flight plan. The pilot received serious injuries. The flight originated from the Waukegan Regional Airport (UGN), Waukegan, Illinois, about 0700. The intended destination filed on the pilot's instrument flight plan was the Dixon Municipal Airport (C73), Dixon, Illinois.

The pilot reported that he filed an instrument flight plan from UGN to C73 and departed on that flight about 0700. He stated that when the airplane was about 30 miles from SQI, he obtained the local weather via the airport's automated weather observing system (AWOS). He stated that the reported weather consisted of a 400-foot ceiling and 2 to 3 miles of visibility. The pilot reported that he requested and executed the instrument landing system (ILS) approach to SQI, which ended in the pilot executing the missed approach procedure. He reported that he then requested to remain in the holding pattern to wait for improved weather. While holding, the right engine lost power and the pilot switched from the auxiliary fuel tank to the main fuel tanks and attempted to re-start the engine, which was not successful. A short time later, the left engine lost power and the pilot declared an emergency. The pilot stated that he descended through the overcast until he was able to see the ground, at about 100 feet above ground level, and has no further recollection of the events of the flight.

In his filed report and during a telephone interview, the pilot reported that he believed that he had 70 gallons of fuel available for the flight. He further stated that when the power loss occurred the fuel gauges showed the "main tanks indicated slightly below 1/4 and auxiliary tanks at 1/3."

Personnel information

The pilot held a commercial pilot certificate with single-engine land, multiengine land, and instrument airplane ratings. The pilot's most recent third class medical certificate was issued on March 22, 2005, and listed the limitation that the pilot have glasses available for near vision.

The pilot reported having a total of 1,785 hours of flight experience including 1,286 in the same make and model as the accident airplane.

Aircraft information

The airplane was a 1969 Beechcraft 95-B55 Baron, serial number TC-1274. It was a low-wing, multiengine, retractable landing gear, monoplane of predominately aluminum construction. The airplane was configured to seat 6 occupants including the pilot. The airplane was powered by two Continental IO-470 engines each rated to produce 260 horsepower.

Meteorological information

The weather reporting station located at SQI recorded the weather at 0815 as: Wind - 080 degrees at 4 knots; Visibility - 1 and 1/4 statute mile; Ceiling - Overcast at 200 feet above ground level (AGL); Temperature - 23 degrees Celsius; Dew Point - 22 degrees Celsius; Altimeter setting - 29.82 inches of Mercury.

At 0835 the weather was: Wind - 060 degrees at 4 knots; Visibility - 1/2 statute mile; Ceiling - Overcast at 100 feet AGL; Temperature - 23 degrees Celsius; Dew Point - 23 degrees Celsius; Altimeter setting - 29.82 inches of Mercury.

At 0855 the weather was: Wind - 060 degrees at 4 knots; Visibility - 1 statute mile; Ceiling - Overcast at 100 feet AGL; Temperature - 23 degrees Celsius; Dew Point - 23 degrees Celsius; Altimeter setting - 29.83 inches of Mercury.

Aids to navigation

SQI was equipped with an ILS approach to runway 25. The approach procedure lists a touch down zone elevation of 647 feet above mean sea level (MSL), and a decision height of 847 feet MSL for straight in ILS approaches. The missed approach procedure listed is a straight ahead climb to 2,000 feet MSL followed by a climbing right turn to 2,700 feet MSL and direct to the POLO very high frequency omnidirectional range (VOR) station located 24 degrees magnetic and 15 nautical miles from SQI. Upon reaching POLO, a holding pattern on the 265 degree radial with right turns was indicated.

Communications

While in the holding pattern, the pilot reported an emergency and requested to go to the nearest airport with visual flight rules (VFR) weather conditions. The controller asked if the pilot was able to make it to the Quad Cities and the pilot responded that he was not. The pilot then requested the ILS runway 25 approach to SQI and was cleared for the approach.

Wreckage and impact information

Post accident examination of the airplane revealed no usable fuel present in the fuel tanks at the scene. First responders to the accident scene had made cuts to the aircraft fuselage for occupant extraction. In order to prevent short-circuiting of the electrical system, the battery cables were also disconnected. On-scene examination of the fuel quantity indicator readings was not preformed.

Tests and research

After being recovered from the accident site, the airplane was transported to SQI. In September 2007, under the direction of the NTSB investigator in charge, a mechanic from a fixed base operator at SQI performed checks of the airplane's fuel quantity indicating system. The mechanic confirmed that the resting position of the gauges was below empty without battery power supplied to the system. The mechanic then applied power to the aircraft using a 24-volt battery charger. The mechanic then powered up the aircraft and noted that the fuel quantity gauge needles had risen to the empty position. The mechanic also noted that many of the airplane's other systems were powering up during the examination of the fuel gauges.