Cessna 340A N820B

Summary

On 14 June 2001 at about 16:30 local time, a Cessna 340A registered N820B was involved in an accident near Lancaster, Texas, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

14 June 2001 at 16:30

Classification

Accident

Location

Lancaster, Texas, United States

Nearest airport

Lancaster Municipal (LNC)

Coordinates

32.5792, -96.7189

Aircraft

Cessna 340A

Registration

N820B

Category

Airplane

Engines

2

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Houston → Lancaster

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

FTW01LA142

Nobody was injured.

A loss of engine power for undetermined reasons. Contributing to the accident was the collapse of the landing gear for undetermined reasons.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot switched both fuel selectors from the auxiliary tanks to the main fuel tanks and started a descent by reducing power. During the descent, the right engine lost power. Subsequently, the left engine lost power. The pilot performed the emergency checklist and restarted both engines. Subsequently, the right engine again lost power. The landing gear collapsed during the single-engine landing, and the airplane exited the runway. The pilot stated that the "fuel selector valve failed to seal poppet valves internally, resulting in no fuel to right engine. Landing gear did not fully deploy on approach." Impact damage to the main landing gear assembly precluded a determination of the reason for the collapse of the landing gear; however, the motor operated when power was applied. During disassembly of the right fuel selector valve, the three Rulon-A seals were found depressed (stuck in the downed position) level with the housing, and the spring follower bushings for all three seals were missing. The fuel selector valve was re-assembled and pressure tested in accordance with manufacturer specifications. When the valve was set in the off position, leakage from the main port to the engine port was 212.904 cubic centimeters (cc) (specification 0.5 cc with 40 psig). When the valve was set in the main position, leakage from the auxiliary port to the engine port was 319.3456 cc (specification 0.5 cc with 8 psig). However, according to the manufacturer's representative, with the "right engine fuel selector valve in the right main tank position, the leakage would not prevent the right engine from operating when the fuel boost pumps were in the on position."

Quoted verbatim from the NTSB record.