N1809SBeech A36 · 1981

On July 5, 2019, at 1341 central daylight time, a Beech A36 airplane, N1809S, was substantially damaged when it was involved in an accident near Chebanse, Illinois. The pilot sustained serious injuries, one passenger was fatally injured, and one passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Data from the ForeFlight application revealed that the airplane departed Effingham Memorial Airport (1H2), Effingham, Illinois, at 0901 and arrived at Smyrna Airport (MQY), Smyrna, Tennessee, at 1034. After picking up a passenger, the pilot departed MQY at 1134 for Bolingbrook's Clow International Airport (1C5), Bolingbrook, Illinois; climbing to a cruise altitude of 3,000 ft msl.

The pilot reported that the takeoff and initial portion of the accident flight were routine, and the engine was running "fine." While in cruise, he heard a "big boom," and the engine lost power. He noted that the engine seemed to be running but was not producing any power; the engine indications were normal. The pilot performed a forced landing to a wheat field. Upon touchdown, the wheels "stuck" due to the muddy conditions and the airplane came to an abrupt stop.

The pilot recalled checking the fuel quantity gauges shortly before the loss of power; he stated that one main tank was over 1/2 full and the other was about 3/4 full. He had not activated the wing tip fuel tank transfer pumps because there was still over 1/2 fuel remaining in the main tanks.

The pilot satisfactorily completed the flight instructor practical test on September 2, 2018, which met the requirement for a flight review in accordance with 14 CFR Part 61.56 (d) (2).

The pilot stated that the airplane's main and wing tip fuel tanks were filled to capacity before departing 1H2. The airplane was not fueled at MQY. He stated that he normally used a cruise power setting of 2,300 rpm and 23" manifold pressure.

The airplane was equipped with two main tanks that held a total of 80 gallons, of which 74 gallons were useable. The two wing tip fuel tanks had a total capacity of 30 gallons, of which all 30 gallons were useable. The flight manual supplement noted that fuel was transferred from each wing tip tank to the respective main tank by an electric fuel transfer pump.

Winds aloft along the route of flight were from the west-southwest about 8 knots.

The pilot stated that the airplane's main and wing tip fuel tanks were filled to capacity before departing 1H2. The airplane was not fueled at MQY. He stated that he normally used a cruise power setting of 2,300 rpm and 23" manifold pressure.

The airplane was equipped with two main tanks that held a total of 80 gallons, of which 74 gallons were useable. The two wing tip fuel tanks had a total capacity of 30 gallons, of which all 30 gallons were useable. The flight manual supplement noted that fuel was transferred from each wing tip tank to the respective main tank by an electric fuel transfer pump.

The airplane came to rest in a muddy wheat field. The fuselage and both wings were damaged during the forced landing. Both wing tip fuel tanks were compromised. The wheat field was scorched in an area behind the left wing tip and below and behind the right wing tip. Both main wing fuel tanks appeared intact and both fuel caps were securely installed. At the time of the examination, the left main fuel tank was empty, and the right main fuel tank contained about 25 gallons of fuel. The fuel selector was positioned to the left main fuel tank. No fuel was observed in the fuel line from the fuel selector to the engine-driven fuel pump. Minimal fuel was observed in the fuel line from the fuel manifold to the mixture control. No residual fuel was expelled from the engine-driven fuel pump when it was operated manually. The auxiliary fuel pump switch was in the off position. The switch for the left wing tip fuel tank transfer pump was off, and the switch for the right wing tip tank transfer pump was on.

An airframe examination did not reveal any anomalies consistent with a preimpact failure or malfunction. An engine test run was conducted, during which the engine performed normally and responded to all throttle inputs without hesitation. During the test run, fuel leaks were observed at the throttle body/mixture control and the engine-driven fuel pump. The o-rings in both components were removed and found to be hardened, worn, and brittle. The o-rings were replaced, and the components performed normally during the test run. The engine test run revealed no anomalies consistent with an inability to produce rated power.

The airplane was equipped with a Shadin Microflo-L fuel management system. The operating manual noted that the Microflo-L is a fuel flow measuring system and not a quantity-sensing system. Positive determination of the usable fuel on-board and accurate entry of that information into the unit is required; however, the pilot reported that he did not recall initializing the system before either flight on the day of the accident. The airplane was also equipped with an Insight G1 graphic engine monitor. However, the unit did not have data logging capability.