ERA18LA038

The pilot was conducting a flight review with a flight instructor in the multiengine airplane when, during the initial climb following a touch-and-go landing, the airplane yawed to the left. The pilot noticed a change in engine sound and the airplane began to descend. The airplane bounced on the runway and collided with a ditch before skidding to a stop on the edge of the taxiway. The fuselage was substantially damaged during the accident. A postaccident examination and test run of the left engine revealed that it was capable of producing full power; however, when rapidly moving the throttle from idle to full power, a total loss of engine power would occur. The engine's timing was off by 3° from that specified by the engine data plate; testing of the fuel control revealed an excessively-rich mixture setting at lower power settings; and fuel was observed leaking from the fuel pump. It could not be determined which of these discrepancies, or combination thereof, contributed to the loss of engine power. Given this information, it is likely that the left engine lost power as the airplane transitioned to climb following the touch-and-go landing. The pilot then lost control of the airplane as it descended, bounced onto, and subsequently departed the runway.

On November 17, 2017, about 1215 eastern standard time, a Beech B55, N592SS, was substantially damaged during a forced landing after takeoff from Statesville Regional Airport (SVH), Statesville, North Carolina. The private pilot and certified flight instructor were not injured. The airplane was privately owned and operated under the provisions of Title 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the local flight. According to the private pilot, he was conducting a flight review with a flight instructor. After completing various flight maneuvers in the area, the pilot proceeded to Mid-Carolina Regional Airport (RUQ), Salisbury, North Carolina and practiced an ILS approach to runway 20. After a full stop landing, the pilot departed RUQ and returned to SVH. Upon landing on runway 10, the private pilot raised the flaps and slowly applied full power on both throttles for a touch-and-go landing. Both engines were producing full power and he rotated just above 90 knots indicated airspeed. After liftoff, he noted a change in engine sound as the left engine stopped producing power and the airplane yawed to the left. The airplane descended, bounced on the runway and collided with a ditch before skidding to a stop on the edge of the taxiway. Inspection of the airplane by a Federal Aviation Inspector revealed that the fuselage was buckled. Inspection of the fuel system, flight controls and flight control surfaces revealed no anomalies. The airplane was recovered for further examination. Examination of the right engine revealed no preimpact anomalies that would have precluded normal operation. Examination of the right engine propeller revealed no preimpact anomalies that would have precluded normal operation. Examination of the left engine revealed four broken engine mounts and minor dents in the engine oil sump. The oil rod was removed, and the oil level appeared to be slightly over 12 quarts. This engine utilized a 12-quart capacity sump. The top sparkplugs were removed, inspected and found to be dark in color but "normal" when compared to a Champion Spark Plug "Check-A-Plug" chart. Each electrode and center insulator were dark and sooty. A borescope inspection of the cylinders revealed no anomalies. All six cylinders produced thumb compression when the engine crankshaft was manually rotated. The left and right magnetos produced spark at the individual ignition leads when the engine crankshaft was manually rotated. The magneto impulse couplers could be heard as the engine was manually rotated. The engine timing was found set at 23 degrees (the engine data plate specified 20 degrees). The fuel control (throttle body) fuel screen was removed and inspected. Fuel was noted when the screen was removed from the body of the fuel control. No contamination was noted. The fuel injectors were removed, inspected and no anomalies were noted. During apostaccident test run of the left engine, the engine would run to full power; however, when rapidly moving the throttle from idle to full power, the engine stopped. When the throttle was slowly advanced from idle, the engine continued to run. Additionally, during the magneto check at about 2,100 rpm, the engine slowly stopped when the left magneto was selected. The left magneto was replaced and the test was repeated. When the right magneto was selected, the engine again slowly stopped producing power. After the engine run, the fuel control, fuel pump, and fuel manifold were bench tested. The test revealed that at the lower throttle angles (low power settings), the mixture was excessively rich. After the bench test, the fuel pump was disassembled because a small weep of fuel from the back of the pump was observed during the test. The fuel pump's diaphragm appeared to be in good condition with no anomalies noted. A review of the maintenance records revealed that the left engine had been overhauled in January 2017, which included the installation of an overhauled manifold valve and the fuel control, which had also been overhauled in January 2017. Both parts came with a caution tag that stated: "Adjustment of the engine fuel system must be accomplished prior to the release of the aircraft to service." The maintenance logs further noted that the overhauled left and right engines were reinstalled onto the accident airplane in February 2017. The log entry documenting the reinstallation stated, in-part, "Test ran engines to verify operation and set idle speed and mixture and check for leaks." The left engine's most recent annual/100-hour inspection was completed on October 12, 2017, about 62 hours after the engine overhaul.