MIA93FA129

The pilot stated the engine quit suddenly while climbing through 500 feet AGL shortly after takeoff as he was reducing power to the climb setting. Postcrash testing of the engine assembly and components revealed no evidence to indicate precrash failure or malfunction. Both wing fuel tanks contained uncomtaminated fuel and all fuel pickup points and fuel lines were free from obstructions.

History of flight

On May 23, 1993, about 1800 central daylight time, a Beech F33A, N3144H, registered to Hunter Cycle Company, Inc., crashed following loss of engine power during takeoff at University- Oxford Airport, Oxford, Mississippi, while on a 14 CFR Part 91, personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft received substantial damage and the private-rated pilot and one passenger received serious injuries. The flight was originating at the time of the accident.

The pilot stated that while climbing through 500 feet agl after takeoff he began to reduce engine power to the climb settings. The engine suddenly lost all power. He flew the airplane straight ahead and elected to land with the landing gear retracted. During touchdown on uneven terrain the aircraft landed hard. The aircraft then slid to a stop within 200 feet.

Personnel information

The pilot held an expired third class medical certificate issued on March 25, 1991. Additional information on the pilot is contained in the first pilot information section of this report.

Aircraft information

Information on the aircraft is contained in the aircraft information section of this report.

Meteorological information

Visual meteorological conditions prevailed at the time of the accident. Additional meteorological information is contained in the weather information section of this report.

Wreckage and impact information

Postcrash examination of the aircraft at the crash site by an FAA inspector indicated that each of the aircraft's fuel tanks contained usable fuel. No contamination was found in the aircraft and engine fuel systems. Removal of the engine-driven fuel pump indicated the pump drive shaft was intact. Examination of the cockpit area indicated the mixture, propeller, and throttle controls were in the takeoff power position. The electric boost pump was in the off position.

Postcrash examination of the aircraft by NTSB, after recovery from the crash site, indicated that each of the wing fuel tanks and all airframe and engine fuel lines were free of obstructions and contamination.

The engine was removed from the aircraft and installed on an engine test stand. A factory overhauled engine driven fuel pump and a overhauled throttle assembly was installed and the engine was started and operated to full power.

Examination of the engine-driven fuel pump at Teledyne Continental Motors, Mobile, Alabama, indicated the pump had been reassembled incorrectly after postcrash examination. The fuel pump was reassembled correctly and placed on a test bench. The pump operated normally,however; it was found to be set for 7.0 psi output. The specifications for the accident engine called for the pump to be set at 10.5 psi minimum. The metering unit return line fitting on the throttle assembly was found broken after the accident. Metallurgical examination of the failed fitting indicated it failed due to overload forces.

The throttle assembly was bench tested and found to operate normally. The throttle assembly was found to deliver 10 to 20 pounds of fuel flow over the required fuel flow for the accident engine. Teledyne Continental Motors engineers stated this would compensate for the low fuel pump output. The fuel manifold and fuel injector nozzles from the accident engine flowed within normal specifications during bench testing.

The engine-driven fuel pump, throttle assembly, fuel manifold, and fuel injector nozzles were installed on a test engine. No settings had been changed on the units. The test engine was started and operated to full power with no evidence of failure or malfunction of the engine fuel units from the accident engine. See attached TCM report.

Medical and pathological information

Medical and pathological information on the pilot and passenger is contained in supplement K.

Tests and research

Postaccident testing of a fuel sample taken from the fuel truck from which N3144H was fueled was performed by Exxon Company USA, Houston, Texas. The sample was found to be free of contamination and met all specifications for aviation gasoline. See attached Exxon report.

Additional information

The aircraft wreckage was released by NTSB to Charles B. Hunter on June 11, 1993.