NTSB Factual Report

On July 28, 2012, approximately 1230 eastern daylight time, a Beech A36TC, N6672X, was substantially damaged during a forced landing following a total loss of engine power while approaching Fayetteville Regional Airport (FAY), Fayetteville, North Carolina. The certificated private pilot and two passengers were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Billy Mitchell Airport (HSE) Hatteras, North Carolina, about 1100. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot fueled the airplane to capacity at Dare County Regional Airport (MQI), Manteo, NC, then flew to HSE, where the airplane was parked for the next five days. He stated that his fuel consumption for the flight was 8 gallons, as both left and right fuel tanks contained 32 to 33 gallons of fuel, according to the fuel tank tabs, at the conclusion of the flight.

While conducting a preflight inspection prior to departure on the day of the accident, the pilot observed that the right wing fuel tank was leaking at the sump on the underside of the wing. He removed the fuel tank cap and did not observe any fuel in the right tank. He stated that the left wing tank still contained around 32 to 33 gallons. During the preflight, the accident pilot was approached by another pilot, to whom he mentioned the leak. The second pilot, who stated that he was an airframe and powerplant mechanic, examined the fuel sump and informed the accident pilot that the fuel sump was “bad” and most likely needed to be replaced, but that there was “no problem” flying the airplane.

The pilot then departed HSE for FAY, with the intention of first flying north to MQI to have the fuel sump inspected, even though MQI was not located along the route of flight from HSE to FAY. Upon reaching MQI however, the pilot elected to continue to FAY. He estimated that the airplane had burned 8 gallons of fuel during the flight from HSE, and the remaining fuel would be sufficient for the flight to FAY.

The pilot stated that approximately 15 miles from FAY, the left fuel tank gauge indicated about 1/8 full, but shortly after, the gauge "shot up" to a 3/4 full indication. While on final approach for landing, at an altitude of approximately 200 feet, the engine experienced a total loss of power. The pilot switched the fuel selector to the right tank, and performed a forced landing to a field short of the runway.

Postaccident examination by a Federal Aviation Administration (FAA) inspector revealed substantial damage to the right wing. The left fuel tank gauge indicated 1/8 full, while the right fuel tank gauge indicated 1/4 full. Examination of the fuel tanks revealed that both tanks were absent of fuel, and that neither tank had been breached during the forced landing. No fuel staining was observed on either wing, and when actuated, the right fuel sump operated normally.

A test run of the engine was conducted on August 18, 2012 under FAA supervision. Five gallons of fuel were added to the left wing tank. The engine started on the first attempt, and ran smoothly and continuously through all power settings with no anomalies observed.

The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported 784 total hours of flight experience, of which 23 were in the accident airplane make and model. His most recent FAA third-class medical certificate was issued in February 2011.

The airplane was manufactured in 1979 and was equipped with a Continental TSIO-520, 300hp, turbo-supercharged reciprocating engine. The airplane’s most recent annual inspection was completed on May 23, 2012 at a total airframe time of 4,623 hours. The engine had accumulated 1,130 hours of operation since its most recent overhaul.

The 1240 weather observation at FAY included winds from 220 degrees at 8 knots, clear skies, 10 miles visibility, temperature 31 degrees C, dew point 21 degrees C, and an altimeter setting of 29.99 inches of mercury.

According to the manufacturer’s pilot’s operating handbook, at a cruise altitude of 4,000-5,000 feet, under standard atmospheric conditions, and at maximum cruise power, the airplane’s estimated fuel consumption was approximately 18 gallons per hour. At an estimated cruise speed of 160 knots, the total duration of the accident flight was estimated to be about 1.3 hours, assuming calm winds.

NTSB Probable Cause

The pilot’s improper fuel planning, which resulted in a total loss of engine power due to fuel exhaustion.