MIA97LA022

The pilot stated that while in cruise flight at 4,500 feet msl, the engine lost power. He attempted to restart the engine, but the engine did not restart, so he initiated a forced landing. Subsequently, he was forced to land in a heavy vine patch to avoid impacting power lines, and the airplane was substantially damaged. The airplane's fuel selector switch was found positioned to the left tank. An FAA inspector stated that 'the left fuel tank appeared empty' when he checked it at the accident site. A mechanic, who removed the airplane from the crash site, reported that there was no evidence of residual fuel (coming from the fuel lines) when he removed the left wing, but there was fuel remaining when he removed the right wing.

On November 9, 1996, about 0845 central standard time, a Beech V35B (Bonanza), N6026T, registered to a private individual, crashed during a forced landing near Columbiana, Alabama. Visual meteorological conditions prevailed at the time and no flight plan was filed for the Title 14 CFR Part 91 personal flight. The private-rated pilot received minor injuries and the airplane was substantially damaged. The flight had originated from the Berkeley County Airport, Moncks Corner, South Carolina, the same day, about 0600 [0700 eastern standard time], en route to Tyler, Texas, with a stop for fuel at Tuscaloosa, Alabama.

The pilot stated that while in cruise flight, 10 minutes after switching from the right fuel tank to the left fuel tank the engine quit. He then performed emergency procedures and attempted to restart the engine. The engine failed to restart, so he initiated a forced landing.

The pilot stated that when he departed South Carolina, he had 35 gallons of fuel in each tank and a total of 70 gallons of usable fuel onboard. The pilot stated that there was no sign of a "fuel problem." At the time of the engine losing power, the pilot said he was at a cruise altitude of 4,500 feet msl (mean sea level), and on autopilot. He selected a landing site, and landed in a "heavy vine patch," to avoid impacting power lines.

According to the FAA inspectors statement: "...the pilot...serviced the aircraft to capacity with fuel on November 7, 1996...he then flew about thirty minutes...on November 8, 1996. He did not service fuel prior to the November 9, 1996 [flight], but stated he checked the fuel for water prior to departure. He also stated that he planned for 15-16 gallons per hour fuel consumption for his flight..." The flight time between the last refueling on November 7, 1996, and the accident on November 9, 1996, was 3 hours 15 minutes. At a fuel burn rate of 16 gallons per hour, about 52 gallons of fuel was used at the time of the accident.

The FAA inspector stated that he "found the aircraft fuel selector switch with the left tank selected," and the flap and landing gear handles "down." The FAA inspector stated that "the left fuel tank appeared empty" when he checked it at the accident site on November 9, 1996. He checked it again at the Shelby County Airport, on November 13, 1996, and "found it with a substantial amount of fuel." On the same day the FAA inspector found that the right fuel tank was "empty and no residual fuel was evident when we removed several fuel lines at the engine and/or firewall." The mechanic that removed the airplane from the crash site told the FAA that there was "no evident (sic) of residual fuel (coming from the fuel lines) when he removed the left wing, but there was residual fuel when he removed the right wing." The pilot told the FAA that he "selected the left fuel tank moments prior to the engine shut down."

On December 11, 1996, an engine test run was conducted at Continental Motor's facilities in Mobile, Alabama, under the supervision of the FAA. No discrepancies were observed during the engine test run. According to the FAA inspector's statement, he concluded that the engine may have lost power due to "an interruption of fuel flow to the engine," when the pilot "switched from the right fuel tank to the left fuel tank...the right fuel tank was empty." According to the FAA inspector the pilot "insist[ed] that the aircraft continued to operate after he selected the left fuel tank."

According to the NTSB Form 6120.1/2, at the time of the accident, the pilot had a total of 30 flight hours in this make and model airplane.