# NTSB ERA20LA122: Beech V35, N581U, Destin, FL, March 8, 2020

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Class 3 · Limited · Final report
- Date: March 8, 2020, 10:00 local (15:00 UTC)
- Place: Destin, FL · Tree 2,000 ft short of runway
- Coordinates: 30.409166, -86.481391
- Nearby events: https://openairdocs.org/map.md?lat=30.4092&lon=-86.4814&mi=10
- Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping)
- Defining event: [Approach-VFR pattern final: Fuel starvation](https://openairdocs.org/ntsb-events/191)
- Highest injury: No injuries
- Injuries: 2 uninjured
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Eastern Region Aviation
- Parties: FAA FSDO
- NTSB case key (mKey): 101047
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA20LA122
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101047/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=101047
- Page: https://openairdocs.org/ntsb/ERA20LA122

## Probable cause

The pilot’s improper fuel management, which resulted in a total loss of engine power due to fuel starvation.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Beech V35, 2 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=1151538), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md)
- [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Beech V35, 1 case](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=1151538), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md)
- [Info processing/decision: identification/recognition](https://openairdocs.org/ntsb-findings/02041510): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Beech V35, 1 case](https://openairdocs.org/ntsb-findings/02041510/cases.md?model=1151538), [All aircraft, 559 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md)
- [Use of equip/info: use of checklist](https://openairdocs.org/ntsb-findings/02063030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Beech V35, 1 case](https://openairdocs.org/ntsb-findings/02063030/cases.md?model=1151538), [All aircraft, 336 cases](https://openairdocs.org/ntsb-findings/02063030/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 final: Fuel starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [Beech V35, 1 case](https://openairdocs.org/ntsb-events/191/sequence.md?model=1151538), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md)
- [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Beech V35, 10 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=1151538), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md)
- [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Beech V35, 9 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=1151538), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Beech V35, 12 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1151538), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The airplane was fueled to capacity the night before departure, which would have provided 74 usable gallons to conduct the anticipated 3-hour flight with about 20 gallons of fuel remaining upon landing. The pilot stated that he switched fuel tanks every 30 minutes during the flight, but could not recall which fuel tank he selected during his before landing checklist about 5 miles from the runway. Recorded engine data showed that, about 1 1/2 miles from the runway, the fuel flow decreased from about 14 gallons per hour to zero over the course of 12 seconds, resulting in a total loss of engine power. The pilot proceeded to switch fuel tanks, ensure the throttle was forward, the mixture was full rich, and the magnetos were on both as he attempted a restart, but was unsuccessful. He did not turn on the auxiliary fuel pump, as listed in the emergency procedures. The airplane collided with trees 2,000 ft from the runway, substantially damaging both wings. The pilot reported fuel leaking from the right wing after the accident, and there was an odor of fuel at the scene. Postaccident examination revealed that the left fuel tank was ruptured, and the right fuel tank was void of fuel. The fuel selector was positioned to the left tank. There were a few ounces of fuel in the gascolator. An engine run was conducted, and the engine performed normally with no mechanical irregularities that would have precluded normal operation. Although the pilot reported switching fuel tanks regularly during the flight, the accident is consistent with the pilot improperly managing the fuel during flight and consuming all the fuel in the left tank, which resulted in a loss of engine power due to fuel starvation shortly after the left fuel tank was selected.

## Factual narrative

On March 8, 2020, about 1015 central daylight time, a Beech V35, N581U, was substantially damaged when it was involved in an accident near Destin, Florida. The private pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight was expected to take about three hours. The airplane was refueled the day before the accident to fill both fuel tanks for 80 gallons total fuel. Of the 80 gallons onboard, 74 gallons was usable and provided for about 4 ½ hrs of flight time. After an uneventful preflight and runup, the pilot departed and climbed the airplane to a cruise altitude of 9,000 ft mean sea level (msl). He reported that he switched the fuel tanks every 30 minutes and his fuel burn was about 16 gallons per hour enroute, which should have left him with over 20 gallons remaining when he arrived at the destination. While on a 5-mile final approach to the destination airport, the pilot conducted a pre-landing check, which included switching the fuel tanks. About 1 1/2 miles from the runway, the engine lost total power. According to the pilot, “there was no sputtering and coughing” and the propeller continued to “windmill.” The pilot attempted to troubleshoot by switching the fuel selector again, checking the magnetos, ensuring the mixture was rich and attempted an engine restart, but was unable to restore engine power. The airplane descended and impacted trees immediately adjacent to a residence, about 2,000 ft short of the runway. The airplane came to rest in the trees in a nose-down, 60° left bank. The pilot could not recall which fuel tank was selected when he switched the fuel tanks during his initial approach checks and after the loss of engine power, and he did not remember turning on the boost pump. According to the pilot, this was the second time in the previous 12 months where the engine unexpectantly “quit” on final approach. He landed safely the first time and was able to restart the engine after landing. The pilot told a Federal Aviation Administration (FAA) inspector that he had a mechanic examine the airplane after that occurrence, but a reason for the loss of engine power was not found. A JPI 700 Engine Data Monitor was retrieved and downloaded, revealing that the accident flight was about 3.24 hours in duration. During the flight, from takeoff to the loss of engine power, no anomalous exhaust gas temperature (EGT), cylinder head temperature (CHT), or oil temperature indications were noted. Fuel flow during takeoff was about 25 gallons per hour (gph), during climb was about 19.6 gph, and during cruise was about 16.5 gph. During descent and approach, at about 1012, there was a simultaneous decrease in EGT, CHT, and fuel flow. Fuel flow dropped from 14 gph to zero over the course of 12 seconds and did not resume. Post-accident examination revealed that the left wing was severely deformed, bent upwards, and was resting on the ground but stillattached to the airframe. The right wing remained attached to the airframe but had significant leading edge crushing damage at the wing root. It was oriented in a nearly vertical position. Two propeller blades remained relatively intact and displayed no damage. One of the three propeller blades was slightly curled at the blade tip. The left wing fuel tank was ruptured and did not contain any evidence of fuel. The right fuel tank, which had been positioned nearly vertical, was void of fuel. The fuel selector was positioned to the left fuel tank. Several ounces of fuel were observed in the gascolator, and it appeared clean, clear, and was tinted blue. The pilot reported fuel leaking from the right fuel tank following the accident, and the FAA inspector who responded to the scene reported an odor of fuel after the accident. Subsequent examination of the engine and accessories revealed no irregularities. The propeller was rotated through several rotations and compression was noted in the cylinders. An external fuel source was supplied, the engine was primed and started without hesitation. The engine was operated through several cycles of various power settings, and was increased to full throttle with no anomalies noted. There were no mechanical irregularities with the engine that would have precluded normal operation. According to the pilot operating handbook, the emergency procedures for an engine failure after liftoff and in flight included: 1. Fuel Selector Valve – Select other Tanks (Check to feel detent) 2. Auxiliary Fuel Pump – ON 3. Mixture – Full Rich, then Lean as required 4. Magnetos – Check Left and Right, then Both 5. Alternate Air T-handle – Pull and Release.

## Aircraft

- Registration: [N581U](https://openairdocs.org/deregistered/N581U-2023-02-04), registration cancelled 2023-02-04, S/N D-8376, built 1966 (OpenAirDocs)
- Reported make and model: Beech V35
- Registry model: [Beech V35](https://openairdocs.org/model/beech-v35) (registry code 1151538) (OpenAirDocs)
- Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: D-8376
- Year built: 1966
- Airframe hours: 5470
- Engines: Continental IO-520-BA 310 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, May 29, 2019, 75 hours before
- Departed: FSM, Fort Smith, AR
- Destination: DTS, Destin, FL
- Flight plan: IFR
- Airport: DTS, Destin Executive, runway 14, 5,001 × 100 ft, asphalt
- Equipment: Electronic multifunction display, Electronic primary flight display, Stall warning system, ADS-B, Angle of attack indicator, Auto-pilot

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 47; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review December 21, 2019; seat: left; restraint: 3-point; flight hours: 604.7 total, 251 in this make and model, 546.5 as pilot in command, 24.8 in the last 90 days, 5.3 in the last 30 days, 5.3 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 120° at 14 knots, gusting 21
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 57 °F, dew point 36 °F
- Altimeter: 30.52 inHg
- Observed at: DTS, 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 20200308001449A](https://openairdocs.org/incident/20200308001449A), Mar 8, 2020: Beech V35, Destin, FL, Substantial damage. On visual approach to dts the aircraft engine suddenly failed approximately 1 mile from the runway causing the aircraft to crash into the trees behind a…

## Docket (12 files)

The files NTSB released with the investigation on March 16, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=101047. 26.1 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 13 pages, 5.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9286618&FileExtension=pdf&FileName=Pilots%206120%20Accident%20Report_redacted-Rel.pdf
- Record of conversation_pilot (item 2, PDF, 1 page, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13215031&FileExtension=pdf&FileName=Record%20of%20Conversation%20_Pilot_Redacted-Rel.pdf
- FAA inspectors statement_on site and pilot interview (item 3, PDF, 4 pages, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13212956&FileExtension=pdf&FileName=FAA%20Inspectors%20Statement_Accident%20Site%20and%20Pilot%20Interview_Redacted-Rel.pdf
- Line employee statement (item 4, PDF, 2 pages, 955 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13215041&FileExtension=pdf&FileName=Line%20Employee%20Statement_Redacted-Rel.pdf
- Fuel receipt (item 5, PDF, 1 page, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13214569&FileExtension=pdf&FileName=TAC%20Air%20Fuel%20Receipt_Redacted-Rel.pdf
- Pilot logbook excerpt (item 6, PDF, 2 pages, 8.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13214861&FileExtension=pdf&FileName=Pilot%20Lokbook%20Excerpt_Redacted-Rel.pdf
- Operating handbook emergency procedures excerpt (item 7, PDF, 1 page, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13229544&FileExtension=pdf&FileName=Beech%20Emergency%20Procedures%20Excerpt-Rel.pdf
- Maintenance records excerpt (item 8, PDF, 5 pages, 4.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13213935&FileExtension=pdf&FileName=Airframe%20and%20Engine%20Logs%20Excerpt_Redacted-Rel.pdf
- Engine data monitor report (item 9, PDF, 5 pages, 611 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13214164&FileExtension=pdf&FileName=ERA20LA122%20Engine%20Data%20Monitor%20Factual%20Report%20v2-Rel.pdf
- Engine data monitor report tabular data (item 10, CSV, 208 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13213341&FileExtension=csv&FileName=ERA20LA122%20EDM%20Factual%20Report%20Attachment%201-Rel.csv
- Memo for record_engine run (item 11, PDF, 1 page, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13212926&FileExtension=pdf&FileName=Engine%20Run-Rel.pdf
- Investigative photographs (item 12, PDF, 3 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13220170&FileExtension=pdf&FileName=Accident%20Site%20and%20Damage%20Photographs_N581U-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.

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