# NTSB ERA13LA214: Beech 35-C33A, N2713T, Knoxville, TN, April 25, 2013 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: April 25, 2013, 18:06 local (23:06 UTC) - Place: Knoxville, TN - Coordinates: 35.958057, -83.870834 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.9581&lon=-83.8708&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report March 26, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 86726 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA214 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86726/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86726 - Page: https://openairdocs.org/ntsb/ERA13LA214 ## Probable cause The loss of engine power during takeoff for a reasons that could not be determined because postaccident examinations and testing revealed no anomalies that would have precluded normal operation. ## 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 35-C33A, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=1151410), [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. - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Beech 35-C33A, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=1151410), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Beech 35-C33A, 3 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=1151410), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech 35-C33A, 4 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151410), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis According to the accident pilot, who was also a mechanic at a repair facility that had just completed work on the airplane's engine, the airplane's owner reported that, during his last flight, the engine began running roughly about 7,500 ft. He stated that the owner also reported that turning on the auxiliary fuel pump caused the engine to run "smooth" and that he continued the flight uneventfully. Maintenance personnel, including the accident pilot, examined and tested the engine's induction, ignition, and fuel systems, and the only discrepancy they discovered was that the engine-driven fuel pump inlet fitting was loose. After the examination, the accident pilot performed a preflight inspection and engine run-up with no anomalies noted. The pilot reported that, before initiating the takeoff for the postmaintenance check flight, he chose to activate the auxiliary pump as a precautionary measure; however, the Pilot's Operating Handbook, the pilot's abbreviated checklist, and a placard near the auxiliary fuel pump switch indicated that the auxiliary fuel boost pump should be turned off for takeoff. During the initial climb, when the airplane was less than 200 ft above the ground, the engine lost power. The pilot's efforts to restore engine power were unsuccessful, so he performed a forced landing. A postaccident examination and test run of the engine revealed no anomalies that would have precluded normal operation. Although the pilot did not follow the published takeoff procedures, it could not be determined if his use of the auxiliary fuel boost pump during takeoff caused the loss of engine power. ## Factual narrative On April 25, 2013, about 1806 central daylight time, a Beech 35-C33A, N2713T, was substantially damaged during a forced landing following a loss of engine power near Knoxville, Tennessee. The commercial pilot sustained serious injuries. The airplane was registered to a private individual and operated by the commercial pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the post- maintenance test flight. The flight departed from Downtown Island Airport (DKX), Tennessee, at 1756. According to mechanics at a repair facility that just completed work on the accident airplanes engine, the airplane owner reported engine roughness and a fuel pressure fluctuation at 7,500 feet. He also reported to the repair facility that when he turned on the auxiliary fuel pump, it caused the engine to run "smooth" and he continued the flight uneventfully. The mechanics went on to say that the when they received the airplane, they checked the fuel screens and checked the fuel system components. They performed an extensive ground run up and after everything checked out satisfactory, flew the airplane over to another facility for further inspection. They continued to inspect the airplane and checked the ignition system, cleaned, gapped, tested all spark plugs and checked the spark plug wires. All of the fuel screens were checked and no abnormalities were noted. A suction test was performed from the firewall fuel fitting and after 5 gallons of fuel flow, no bubbles were found to indicate air leaks on either tank selection. All of the fuel tank vents were checked and no blockage was noted. All engine compartment fuel hoses were cleaned and examined and no anomalies were noted. During the examination it was discovered that the engine-driven fuel pump inlet fitting was loose. The fitting was removed, cleaned and reinstalled. The fuel flow was tested with the boost pump at the firewall and at the fuel divider; flow was good and uninterrupted. The fuel strainer was examined and no debris was found. All fittings were reconnected and the system was pressure tested and no leaks were noted. Several full-power run-ups were conducted, and all were satisfactory. After the full-power run-ups, screens were checked again and found to be clean. All performance and operational parameters were normal. The accident pilot/mechanic was performing a post-maintenance test flight. He did a preflight inspection of the airplane and did a full power run-up with the auxiliary fuel pump on and off. He checked all aircraft and engine systems prior to departing; no anomalies were noted and all systems checked satisfactory. Takeoff power, fuel flow and the ground roll were normal. He stated that as a precaution he turned on the auxiliary fuel pump prior to takeoff and the fuel flow was steady in the green arc. Shortly after rotation the engine began to shutter and the fuel pressure dropped. As the airplaneclimbed out the pilot/mechanic reported that approximately 100-200 feet above ground level the engine lost approximately 70%-80% of power then lost all power. He cycled the auxiliary fuel pump off and on, cycled the mixture, and no changes were noted. The pilot/mechanic went on to say that he could not confirm the total loss of engine power, since by the sound of the propeller it may have been idling between 600 to 800 rpm while at a full power setting. The airplane was unable to maintain lift and a forced landing was performed. According to a Federal Aviation Administration inspector, the airplane came to rest in a field in a residential area, and exhibited substantial damage. Further examination of the airplane revealed that the right wing outboard leading edge was buckled aft. The engine was broken away from the firewall and engine mounts. The engine was removed from the airframe and it was determined that it could be test run. The engine was sent to Continental Motors Incorporated under the oversight of the NTSB. The engine was re-inspected prior to the test run and impact damage was noted on the engine. During the preparation for the test run minor parts were replaced. During the testing of the engine it started immediately during the first attempt. The engine ran for 10 minutes before it suddenly lost power; this was attributed to a distortion noted at the throttle body due to impact damage. The fuel was confirmed to and from the fuel manifold. The engine was restarted and a magneto check was performed. The engine was shut down and restarted and ran at full power for approximately 20 minutes without any abnormalities. The engine was shut down and allowed to cool and restarted. An additional engine test run was performed and no abnormalities were noted. The magnetos were bench tested and partially dissembled with no discrepancies noted. A review of the pilot operating handbook and pilot's abbreviated checklist revealed that the published procedures and limitations stated: prior to takeoff the auxiliary fuel pump should be turned off for takeoff. The airplane was also placarded stating that the "AUX FUEL PUMP OPERATION" for takeoff and landings should be left in the off position except in the case of loss fuel pressure. ## Aircraft - Registration: [N2713T](https://openairdocs.org/deregistered/N2713T-2013-07-22), registration cancelled 2013-07-22, S/N CE-150, built 1967 (OpenAirDocs) - Reported make and model: BEECH 35-C33A - Registry model: [Beech 35-C33A](https://openairdocs.org/model/beech-35-c33a) (registry code 1151410) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: CE-150 - Airframe hours: 3697 - Engines: CONT MOTOR IO 520 SERIES 285 horsepower reciprocating - Damage: Substantial damage - Flight: Flight test, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, July 2, 2012 - Departed: DKX, Knoxville, TN - Destination: DKX, Knoxville, TN - Airport: DKX, Downtown Island Airport - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; injuries: serious; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; seat: left; restraint: 3-point; flight hours: 5,000 total, 1,050 in this make and model, 4,950 as pilot in command, 60 in the last 90 days, 30 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 34 °F - Altimeter: 30.29 inHg - Observed at: DKX, 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 20130425006399A](https://openairdocs.org/incident/20130425006399A), Apr 25, 2013: Beech 35-C33A, Knoxville, TN, Substantial damage. Aircraft was in maintenace for a rough running engine, which cleared itself when fuel boost pump was activated. The magneto's were checked, the entire fuel… ## Docket (16 files) The files NTSB released with the investigation on June 9, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86726. 12.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412871&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Engine test run memo (item 2, .PDF, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412872&FileExtension=.PDF&FileName=Engine%20test%20run%20memo-Master.PDF - FAA Inspector’s Statement (item 3, .PDF, 481 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412873&FileExtension=.PDF&FileName=FAA%20Inspector%E2%80%99s%20Statement-Redacted.PDF - Aircraft logbook pages (item 4, .PDF, 210 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412874&FileExtension=.PDF&FileName=Aircraft%20logbook%20pages-Redacted.PDF - N2713T checklist excerpts (item 5, .PDF, 838 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412875&FileExtension=.PDF&FileName=N2713T%20checklist%20excerpts-Master.PDF - Engine logbook pages (item 6, .PDF, 210 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412876&FileExtension=.PDF&FileName=Engine%20logbook%20pages-Redacted.PDF - N2713T POH excerpts (item 7, .PDF, 587 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412877&FileExtension=.PDF&FileName=N2713T%20POH%20excerpts-Redacted.PDF - Engine operational test log (item 8, .PDF, 146 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412878&FileExtension=.PDF&FileName=Engine%20operational%20test%20log-Master.PDF - Pilot /mechanic statement (item 9, .PDF, 310 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412879&FileExtension=.PDF&FileName=Pilot%20%2Fmechanic%20statement-Redacted.PDF - ROC pilot/mechanic (item 10, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412880&FileExtension=.PDF&FileName=ROC%20pilot%2Fmechanic-Master.PDF - Photo 1 – View of Main Wreckage From Front (Photo Courtesy of FAA) (item 11, .PDF, 941 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412881&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20View%20of%20Main%20Wreckage%20From%20Front%20%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 2 – View of main wreckage from right side (front (Photo Courtesy of FAA) (item 12, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412882&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20View%20of%20main%20wreckage%20from%20right%20side%20(front%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 3- View of main wreckage left side (Photo Courtesy of FAA) (item 13, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412883&FileExtension=.PDF&FileName=Photo%203-%20View%20of%20main%20wreckage%20left%20side%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 4-View of engine broken away from firewall (Photo Courtesy of FAA) (item 14, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412884&FileExtension=.PDF&FileName=Photo%204-View%20of%20engine%20broken%20away%20from%20firewall%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 5- View of auxiliary fuel pump switch(Photo Courtesy of FAA) (item 15, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412885&FileExtension=.PDF&FileName=Photo%205-%20View%20of%20auxiliary%20fuel%20pump%20switch(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 6- View of auxiliary fuel pump switch(2) (item 16, .PDF, 698 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40412886&FileExtension=.PDF&FileName=Photo%206-%20View%20of%20auxiliary%20fuel%20pump%20switch(2)-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.