LAX96LA341

During a dual instructional flight, the pilots observed smoke coming from an area behind the instrument panel. The flight instructor (CFI) took control of the aircraft, while they performed the emergency procedure for in-flight fire. The smoke cleared and the instructor gave control back to the owner/pilot. As they were approaching the airport with gear and flaps extended, they attempted to add power to reach the airport. The engine failed to respond, and a forced landing was performed short of the airport. During the forced landing on unprepared terrain, the aircraft was damaged. The aircraft had flown 2.5 hours since the last annual inspection. Postaccident examination revealed three loose injector lines for the left side cylinders. Fuel dye and fire damage was evident on the left side, where the ignition wires were burnt and the cowling was distorted. All fuel injectors had been removed for cleaning and reinstallation with new seals. After the annual inspection, the aircraft had been taken to another shop to repair an engine baffle on the left side. The aircraft had been flown 1.8 hours since repair of the engine baffle.

On September 21, 1996, about 1445 hours Pacific daylight time, a Beech V35A-TC, N7956M, was substantially damaged during a forced landing at Santa Ynez, California. Visual meteorological conditions prevailed for the local instructional flight and no flight plan was filed. Neither of the pilots were injured.

According to a telephone interview conducted by an FAA inspector, the left seat pilot, who had just purchased the aircraft, was flying when they observed smoke coming from behind the instrument panel. The instructor pilot took control and proceeded to follow the emergency procedures for smoke/fire. The smoke cleared from the cockpit and the instructor gave control back to the owner pilot. They stated that even with the electrical master switch off they still had some lights and radios. As they were approaching the airport (with flaps still down and gear extended from the emergency checklist procedure), they could not add any additional engine power. The instructor again took control of the aircraft and performed the emergency landing.

A postaccident examination of the engine compartment was conducted by an FAA inspector. The examination revealed that the fuel injector lines to cylinders 2, 4, and 6 were loose. There were fuel stains on the cylinders and other left side components of the engine installation. A fire had occurred in the left aft side of the engine compartment and burnt the ignition leads and hoses in the area.

On August 30, 1996, an annual inspection was performed on the aircraft at a tachometer reading of 2,100.4 hours. According to the maintenance records, all fuel injectors were removed and reinstalled with new seals. After the annual inspection the aircraft was taken to another airport for a left-hand engine baffle repair at 2,101.9 hours. At the time of the accident the recording tachometer indicated 2,102.9 hours.