N3692QBeech A36TC · 1980

On April 30, 2010, approximately 1717 mountain daylight time (MDT), N3692Q, a Beechcraft A36TC single-engine airplane sustained substantial damage during a forced landing after a total loss of engine power near the El Paso International Airport (ELP), El Paso, Texas. The airline transport pilot and the passenger sustained minor injuries. The airplane was registered to a private company and operated by the pilot. No flight plan was filed for the flight that departed Montgomery Field (MYF), San Diego, California, at 1401 MDT destined for ELP. Visual meteorological conditions prevailed for the business flight conducted under 14 Code of Federal Regulations Part 91.

In a telephone interview on May 6, 2010, the pilot said that his final destination that day was Florida but planned to stop in El Paso to refuel. He departed San Diego with approximately 80 gallons of fuel (74 gallons usable), which he calculated was enough for 5 hours of flight time. The pilot and the passenger departed San Diego and climbed to an altitude of 17,500 feet mean sea level (msl). He described the flight as "smooth...no problems." As they approached El Paso, the pilot was instructed by El Paso Approach Control to descend to 5,000 feet. Shortly after the airplane leveled off at 5,000 feet msl (approximately 1,100 above ground level (agl), the engine "basically cut out...it just failed." The pilot attempted to re-start the engine by making sure the mixture was rich and switching the fuel tanks from "left to right and back to left." He also placed the auxiliary fuel pump on high and low, assured the magnetos were on both, and the ignition was turned on. But, the pilot was unable to re-start the engine. He also stated that the right fuel gage indicated "slightly below half" and he did not recall the indications on the left fuel quantity gage or the oil temperature and oil pressure gages. The pilot contacted air traffic control about the loss of power, and elected to land in the desert to avoid power lines adjacent to a road that was below him. He made a forced landing about 2.5 miles short of Runway 22 in rugged, desert terrain. The passenger provided a similar statement of events to the Federal Aviation Administration (FAA) on May 4, 2010, except that he did not look at the fuel gages during the flight and subsequent power loss.

In a written statement dated May 18, 2010, the pilot reported that after departing San Diego, he climbed to an altitude of 17,000 feet and switched fuel tanks every 30 minutes during the flight. About 45 minutes from El Paso, he received an in-flight instrument flight rules (IFR) clearance and was instructed by a controller to initiate his descent. About 15 minutes later, while still in the descent, the pilot said the engine ran rough for 30 seconds then cleared. When the airplane was approximately 5 miles from the end of the runway, at an altitude of 1,100 feet agl, the "engine ceased operation." He said, "Pilot informed tower of engine failure. Pilot confirmed above 1/4-fuel indications on each fuel quantity gage and immediately switched from right tank to left tank and back to right tank. Pilot confirmed mixture at correct position and turned auxiliary fuel pump on low, then to high and back to low." The pilot was unable to re-start the engine and made a forced landing in the desert terrain to avoid power lines. The pilot said that he and the passenger exited the airplane and were advised by firemen to remain clear of the airplane due to "substantially leaking fuel from the plane."

According to the El Paso Police Department Incident Report, the time of the incident and Alert III notification was 1717. ELP Airport Rescue and Fire Fighting (ARFF) personnel arrived on-scene at 1727. The report stated, "A downed aircraft was called in by Tower approaching Rwy 22. Aircraft was witnessed shuttering and then plunging toward the ground. Ft. Bliss rescue cut outer perimeter fence near Spur 609. Military personnel arrived, pilot and passenger were walking away from aircraft. Airport rescue personnel cut fence for vehicle traffic, arrived and witnessed small amount of fuel which was not determined a hazard."

A Federal Aviation Administration (FAA) inspector performed an on-scene examination of the airplane. According to the inspector, the airplane landed nose and wings level on rough sandy desert terrain which consisted of four to six-feet-tall sand dunes scattered with bushes/shrubs. During the landing roll out, each of the airplane’s wings collided with a sand dune and the landing gear collapsed. The airplane traveled approximately 80 feet from the time it touched down to where it came to rest with the nose of the airplane embedded in a dune.

Examination of the left wing revealed it was pushed aft and displaced downward so the leading edge was mostly touching the ground and the trailing edge was displaced upwards. Except for some wrinkling of the skin on the top surface of the wing, there was minimal impact damage to the leading edge of the wing. The fuel bladder did not appear to be compromised other than the finger screen was found pulled from the tank boss, which was near the highest point in the tank system given the attitude at which it came to rest. When the inspector removed the fuel filler cap, he noted a faint smell of fuel. He could not visually see any fuel and was unable to feel any fuel in the tank with his hand or when he rocked the wing. A review of photographs taken by the FAA inspector revealed that the wing crossed over and came to rest on several small clumps of green desert shrubs. The shrubs did not appear to be discolored from contact with fuel.

The right wing was also displaced downwards but the leading edge of the wing was elevated slightly above the ground. The wing root was buckled and the fuel tank bladder appeared to be compromised. There was a large crater-shaped impact mark on the leading edge of the wing about mid-span. The inspector noted that there was some smell of fuel around the wing, but none could be observed by rocking the wing or feeling inside the fuel bladder.

The FAA inspector also reported that all of the fuel lines in the engine compartment were intact, secure, and showed no evidence of leaks. He disconnected the fuel line from the firewall to the fuel pump and found no fuel in the line. A small amount of fuel was found in the fuel line from the fuel servo to the fuel distribution manifold. The fuel selector valve was found positioned to the right wing tank and the fuel pump was in the auxiliary position.

Flight control continuity was established for all flight controls from the cockpit to each flight control surface. Examination of the flap jack screw actuators revealed that the flaps appeared to be fully extended.

The pilot reported that the last annual inspection performed on the airplane was completed April 29, 2010, the day before the accident. He flew the airplane on the morning of the accident prior to departing San Diego, then landed and topped the airplane off with fuel.

A review of the Beech Bonanza A36TC Emergency Procedures, page 3-6 and 3-7, if an engine fails in flight, the following actions are to be taken:

"The pilot would determine the reason for engine failure before attempting an air start...Fuel depletion, engine-driven fuel pump failure, retarding the throttle to idle above 18,000 feet, and blocked induction system are the four most likely causes for loss of engine power."

"FUEL DEPLETION (characterized by an empty indication on the fuel quantity gage and/or zero fuel flow."

1) Fuel Selector Valve - SELECT OTHER TANK (feel for detent and visually check)

2) Auxiliary Fuel Pump - LOW

FAILURE OF THE ENGINE-DRIVEN FUEL PUMP (characterized by zero fuel flow)

1) Auxiliary Fuel Pump - HIGH

2) Mixture Control - LEAN, if required, until engine starts - then full rich

3) Throttle - RETARD, if required, to maintain TIT at 1650 degrees or below

4) LAND as soon as practical

The pilot held an air transport pilot rating for airplane multi-engine land, a commercial pilot certificate for airplane single land and sea, and instrument airplane. His last FAA third class medical was issued on July 24, 2009. At that time, he reported a total of 3,668 total hours.