# NTSB WPR22LA083: Beech F33A, N1HH, Williams, AZ, January 26, 2022 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: January 26, 2022, 10:55 local (17:55 UTC) - Place: Williams, AZ · Open desert field near airport - Coordinates: 35.32816, -112.20261 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.3282&lon=-112.2026&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Textron Aviation, Inc., FAA - NTSB case key (mKey): 104557 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR22LA083 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104557/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104557 - Page: https://openairdocs.org/ntsb/WPR22LA083 ## Probable cause The pilot’s activation of the auxiliary fuel boost pump shortly after takeoff, which resulted in an excess amount of fuel to the engine and a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine fuel and control: fuel pump](https://openairdocs.org/ntsb-findings/01057314): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Beech F33A, 1 case](https://openairdocs.org/ntsb-findings/01057314/cases.md?model=1151425), [All aircraft, 34 cases](https://openairdocs.org/ntsb-findings/01057314/cases.md) - [Action: incorrect action selection](https://openairdocs.org/ntsb-findings/02041010): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Beech F33A, 1 case](https://openairdocs.org/ntsb-findings/02041010/cases.md?model=1151425), [All aircraft, 397 cases](https://openairdocs.org/ntsb-findings/02041010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Beech F33A, 2 cases](https://openairdocs.org/ntsb-events/190/sequence.md?model=1151425), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Takeoff: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Beech F33A, 14 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=1151425), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Initial climb: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Beech F33A, 8 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=1151425), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The pilot reported that, during previous flights, he had observed overheating of two of the engine cylinders, and activation of the auxiliary fuel boost pump had worked to resolve the overheating. Shortly after takeoff on the accident flight, the pilot observed cylinder heating and activated the boost pump, after which the engine lost total power. The pilot performed a forced landing in an open desert field. The airplane landed hard and impacted vegetation during the landing roll, resulting in substantial damage to the airplane. Data retrieved from the airplane’s engine monitoring system showed that the fuel flow rate increased from 23.4 gallons per hour (gph) to 28.7 gph, with a peak fuel flow of 30.8 gph, followed by a sudden decrease. The engine manufacturer recommended that the fuel flow setting should be between 23.2 – 24.9 gph. Both the pilot operating handbook for the airplane and a placard on the auxiliary boost pump indicated that the pump should be off during takeoff and only turned on in the event of a loss of fuel pressure. It is likely that the pilot’s activation of the auxiliary fuel boost pump resulted in excess fuel being delivered to the engine during the initial climb, which resulted in the total loss of engine power. A postaccident examination of the airframe and engine revealed no evidence of mechanical failures or malfunctions that would have precluded normal operation. ## Factual narrative On January 26, 2022, about 1055 mountain standard time, a Beech F33A airplane, N1HH, was substantially damaged when it was involved in an accident near Williams, Arizona. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he departed and turned left to the west. While climbing through about 700 to 800 ft above ground level, the engine lost power and the pilot initiated a right turn back toward the airport. The pilot stated that he realized he was unable to make it to the airport and elected to land in an open desert field. The airplane subsequently landed hard and impacted vegetation during the landing roll. The pilot stated that he had topped off the right fuel tanks before the flight and that the fuel selector was placed to the right main tank position. On previous flights, the pilot had observed “minor heating” in two of the engine cylinders and informed his mechanic. His mechanic directed him to turn on the fuel boost pump when the pilot observed the overheating, and the pilot stated that this method had “worked great until the day of the accident.” On the day of the accident, the two cylinders began to heat up, and the pilot activated the boost pump. Shortly thereafter, the engine lost total power. The mechanic reported that the pilot was “in a rush” to take possession of the accident airplane and indicated an urgent desire to fly from Arizona to California. After releasing the airplane, the pilot called and indicated that the airplane "was running great, but cylinder number 2 was still running ‘Hot’." The mechanic suggested that the pilot note exhaust gas temperature (EGT), cylinder head temperature (CHT), and fuel flow indications and bring the accident airplane in for further maintenance. He did not recall suggesting that the pilot use the auxiliary fuel boost pump during takeoff or climb. The airplane was equipped with an electric auxiliary fuel boost pump that could be manually activated by the pilot via a cockpit switch. The auxiliary fuel pump placard stated, “Take-off and land with AUX fuel pump off except in case of loss of fuel press.” The airplane’s pilot operating handbook (POH), section IV, Normal Procedures, Before Take-Off, states, “Auxiliary Fuel Pump – CHECK OFF”. The airplane was also equipped with an Insight Instrument engine monitoring system. The data showed that, during the accident flight, the fuel flow increased from 23.4 to 28.7 gph with a peak fuel flow of 30.8 gph, followed by a sudden decrease, with a corresponding drop in CHT and EGT. The Continental Motors service information directive (SID) SID97-3F recommended that the fuel flow setting should be between 23.2 – 24.9 gph. Postaccident examination showed bending and crushing near the roots of both wings. Flight control continuity was established from all primary flight control surfaces to the cockpit controls. There was no evidence of any preaccident mechanicalfailures or malfunctions with the airplane that would have precluded normal operation. ## Aircraft - Registration: [N1HH](https://openairdocs.org/deregistered/N1HH-2024-01-13), registration cancelled 2024-01-13, S/N CE-611, built 1975 (OpenAirDocs) - Reported make and model: BEECH F33A - Registry model: [Beech F33A](https://openairdocs.org/model/beech-f33a) (registry code 1151425) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: CE-611 - Year built: 1975 - Airframe hours: 4156 - Engines: Continental Motors IO-520-BA 285 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Andrew Edson - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, December 21, 2021, 7 hours before - Departed: CMR, Williams, AZ - Destination: AO9, Mohave Valley, AZ - Airport: CMR, H A Clark Meml Fld, runway 36, 6,003 × 100 ft, asphalt - Equipment: Stall warning system, ADS-B, Angle of attack indicator, Auto-pilot ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: minor; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review February 3, 2020; seat: left; restraint: lap only; flight hours: 1,100 total, 1,100 as pilot in command, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 37 °F, dew point 9 °F - Altimeter: 30.21 inHg - Observed at: KCMR, 2 nm away - METAR: KCMR 261755Z AUTO VRB03G10KT 10SM CLR 03/M13 A3021 RMK AO2 ## 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 20220126000859A](https://openairdocs.org/incident/20220126000859A), Jan 26, 2022: Beech F33A, Williams, AZ, Substantial damage. On January 26, 2022, at about 10:56 mountain standard time (MST), a Beechcraft F33A bonanza (N1HH), experienced a reported loss of engine power and made an… ## Docket (13 files) The files NTSB released with the investigation on August 15, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104557. 13.3 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 4.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14810227&FileExtension=pdf&FileName=Pilot%206120_Redacted-Rel.pdf - Record of e-mail correspondence (attorney) (item 2, PDF, 2 pages, 196 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14809832&FileExtension=pdf&FileName=Record%20of%20e-mail%20correspondence%20(Attorney)-Rel.pdf - Pilot email (item 3, PDF, 2 pages, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14809669&FileExtension=pdf&FileName=Pilot%20E-mail%20Follow%20up%20question_Redacted-Rel.pdf - Mechanic statement (item 4, PDF, 1 page, 94 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14848366&FileExtension=pdf&FileName=Mech%20Statement%20N1HH-Rel.pdf - Airplane POH (item 5, PDF, 22 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14808021&FileExtension=pdf&FileName=Airplane%20POH-Rel.pdf - Continental motors service information directive (item 6, PDF, 28 pages, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14802976&FileExtension=pdf&FileName=SID97-3F-Rel.pdf - Air frame and engine exam (item 7, PDF, 8 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13720770&FileExtension=pdf&FileName=WPR22LA083%20Air%20Frame%20and%20Engine%20Exam-Rel.pdf - Fuel pump exam (item 8, PDF, 3 pages, 372 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14774116&FileExtension=pdf&FileName=WPR22LA083%20Fuel%20Pump%20Exam-Rel.pdf - Engine monitor data (item 9, CSV, 135 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14804001&FileExtension=CSV&FileName=Engine%20monitor%20system-Rel.CSV - Release of aircraft wreckage, NTSB form 6120.15 (item 10, PDF, 1 page, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14063835&FileExtension=pdf&FileName=Wreckage%20release_Redacted-Rel.pdf - Evidence control form (item 11, PDF, 8 pages, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14774294&FileExtension=pdf&FileName=Evidence%20Control%20Form_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation (item 12, PDF, 1 page, 569 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13615117&FileExtension=pdf&FileName=Parties%20form_Redacted-Rel.pdf - Photo array (item 13, PDF, 4 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14804464&FileExtension=pdf&FileName=Array%20Photo-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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.