N125WC

HISTORY OF FLIGHTOn May 1, 2021, about 1428 eastern daylight time, a Beech A36, N125WC, was destroyed when it was involved in an accident near Lakeland Linder International Airport (LAL), Lakeland, Florida. The flight instructor was fatally injured, and the pilot under instruction was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot under instruction, who was the owner of the airplane, stated that, after arriving at the airport, he checked the engine oil, walked around the airplane, and performed a preflight inspection. After the airplane was fueled, the pilot under instruction waited for the flight instructor to arrive, and he checked the fuel drains, the tip tank fuel drains, and the lower part of the fuel strainer (near the engine compartment) for water; no water was detected.

According to Federal Aviation Administration (FAA) automatic dependent surveillancebroadcast (ADS-B) data, the airplane flew four legs on the day of the accident, including the accident leg. The pilot under instruction stated that the first flight departed with full fuel tanks and the fuel selector positioned to the left tank. About 30 minutes into the flight, he moved the fuel selector to the right tank. The flight continued to Sebring Regional Airport (SEF), Sebring, Florida, where the pilot under instruction performed a full-stop landing and secured the airplane.

Before the second flight leg, the pilot under instruction performed a walkaround, started the engine, and taxied to the runway. He reported departing with the fuel selector positioned to the right tank. ADS-B data showed that the airplane flew to Arcadia Municipal Airport (X06), Arcadia, Florida. While the pilot under instruction recalled the second flight leg destination was different then the ADS-B data, he stated that he moved the fuel selector to the left tank position while en route to the destination, where it remained for landing.

Although the pilot under instruction had no recollection of a third flight leg, ADS-B data showed that the airplane departed X06 and proceeded to Bartow Executive Airport (BOW). The position of the fuel selector during the third leg could not be determined.

The pilot under instruction recalled departing from BOW on what he thought was the third flight leg but was actually the fourth flight leg based on ADS-B data. The flight departed with the fuel selector positioned to the left tank and climbed to 2,600 ft mean sea level (msl). The pilot under instruction planned to perform an instrument approach to LAL while the flight instructor handled radio communications. The flight instructor called the tower, gave a position report, and advised the controller that the airplane was inbound for a planned fullstop landing. The controller instructed them to call back when the airplane was 2 miles out from LAL.

According to ADS-B data, between 1423:38 and 1425:37, the flight was about 4 nautical miles east-southeast of the approach end of runway 27 at LAL. The airplane flew to the west, consistent with entering the downwind leg of the airport traffic pattern for runway 9. After 1425:37, the airplane turned slightly to the right and then proceeded briefly to the west.

The pilot under instruction reported that, when the airplane was 2 miles away and descending with the fuel selector positioned to the left tank (about 30 minutes after placing the selector in that position), the engine “absolutely quit.” He then told the flight instructor, “your aircraft.”

While the flight instructor flew the airplane, the pilot under instruction moved the fuel selector to the other position (the right tank position), checked both magnetos, and turned on the auxiliary fuel pump to prime the engine. Those actions were part of the procedures in the airplane manufacturers’ Engine Failure emergency checklist (after liftoff and in flight), but the actions did not restore engine power. The pilot under instruction then moved the fuel selector back to the left tank position and tried to start the engine, noting that it “turned over” but did not start.

The pilots notified the controller that the airplane had lost engine power. The controller cleared the airplane to land on runway 5 and then provided a clearance to runway 27. The pilots advised that the airplane could not reach the runway.

ADS-B data showed that, at 1426:25, the airplane turned to the right and flew westnorthwest toward the approach end of runway 27. At 1427:53, when the flight was about 0.8 nautical miles and 101° from the approach end of the runway, the airplane turned right and flew north-northwest toward a forced landing area. The airplane’s last ADS-B target, at 1427:59, was located about 0.7 nautical miles east of the approach end of runway 27.

While the airplane was descending, the left wing impacted a palm tree and the ground, and a postimpact fire ensued. The flight instructor initially survived his injuries but succumbed to them 11 days later.

A 13-second video taken by a pilot-rated witness, who was located about 540 ft northnortheast of the airplane’s position, depicted the airplane descending with minimal engine sound and the landing gear retracted. The video did not capture the accident. This witness noted that he heard the pilot trying to restart the engine two or three times. AIRCRAFT INFORMATIONThe flight time for the four legs that the accident airplane flew totaled about 1 hour 17 minutes. The estimated maximum total fuel consumption for all four legs including fuel for engine start, run-up, taxi, and takeoff was about 28 gallons.

The left and right main wing fuel tanks each had a total capacity of 74 gallons.

The airplane was equipped with dual control yokes. The engine was modified in 2001 with the addition of a “turbonormalizing system” in accordance with FAA supplemental type certificates.

The airplane manufacturer’s Engine Failure emergency checklist states the following for an engine failure after liftoff and in flight:

Landing straight ahead is usually advisable. If sufficient altitude is available for maneuvering, accomplish the following:

1. Fuel Selector Valve – SELECT OTHER TANK (Check to feel detent)

2. Auxiliary Fuel Pump – ON

3. Mixture – FUEL RICH, then LEAN as required

4. Magnetos – CHECK LEFT and RIGHT, then BOTH

5. Alternate Air T-handle – PULL AND RELEASE

Note

The most probable cause of engine failure would be loss of fuel flow, improper functioning of the ignition system or blockage of the induction system.

Recovered records included an airplane flight manual supplement, aircraft registration, Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual, a Basic Empty Weight and Balance form, and a transponder installation entry. No other maintenance records were located. AIRPORT INFORMATIONThe flight time for the four legs that the accident airplane flew totaled about 1 hour 17 minutes. The estimated maximum total fuel consumption for all four legs including fuel for engine start, run-up, taxi, and takeoff was about 28 gallons.

The left and right main wing fuel tanks each had a total capacity of 74 gallons.

The airplane was equipped with dual control yokes. The engine was modified in 2001 with the addition of a “turbonormalizing system” in accordance with FAA supplemental type certificates.

The airplane manufacturer’s Engine Failure emergency checklist states the following for an engine failure after liftoff and in flight:

Landing straight ahead is usually advisable. If sufficient altitude is available for maneuvering, accomplish the following:

1. Fuel Selector Valve – SELECT OTHER TANK (Check to feel detent)

2. Auxiliary Fuel Pump – ON

3. Mixture – FUEL RICH, then LEAN as required

4. Magnetos – CHECK LEFT and RIGHT, then BOTH

5. Alternate Air T-handle – PULL AND RELEASE

Note

The most probable cause of engine failure would be loss of fuel flow, improper functioning of the ignition system or blockage of the induction system.

Recovered records included an airplane flight manual supplement, aircraft registration, Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual, a Basic Empty Weight and Balance form, and a transponder installation entry. No other maintenance records were located. WRECKAGE AND IMPACT INFORMATIONPostaccident examination of the area surrounding the wreckage revealed damage to a palm tree about 12 ft above ground level. The palm tree was located about 4,069 ft east of the approach end of runway 27 and about 141 ft northwest from the last ADS-B target. The airplane made ground contact about 94 ft northwest from the tree contact. The airplane rolled about 45 ft while on an energy path of 348°, the left wing contacted the base of an oak tree, and the right wing impacted a parked trailer. The airplane came to rest upright about 180 ft from the palm tree.

At the accident site, brown grass was noted. About 5 ft of the outer portion of the left wing was impact separated and no fuel could be seen in the left fuel tank which appeared to be intact. An unquantified amount of fuel was observed in the right fuel tank.

Examination of the airplane revealed that the cockpit and cabin were extensively heat damaged. The magneto switch was between the 1 and 2 o’clock positions, which was consistent with the BOTH or RUN position, and the fuel selector was positioned to the left tank.

Examination of the flight controls for roll, pitch, and yaw revealed no evidence of preimpact failure or malfunction. Examination of the control yoke revealed that the outer shaft was intact and that the yoke chains were connected to the inner shaft.

Continuity of each fuel supply was confirmed from each fuel tank to the fuel selector valve. Both fuel vents were unobstructed from the inlet opening to each fuel tank. The auxiliary fuel pump was heat damaged, and the engine fuel supply and return lines from and to the fuel selector valve exhibited multiple breaks, but all lines were fre...