Beechcraft A36 N36GJ

Summary

On 20 February 2008 at about 16:19 local time, a Beechcraft A36 registered N36GJ, operated by Richard Krajicek, was involved in an accident near Pahokee, Florida, 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

20 February 2008 at 16:19

Classification

Accident

Location

Pahokee, Florida, United States

Coordinates

26.8102, -80.6599

Aircraft

Beechcraft A36

Registration

N36GJ

Category

Airplane

Engines

1

Operator

Richard Krajicek

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Pahokee → New Orleans

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

NYC08LA106

Nobody was injured.

The pilot's decision to depart with a known deficiency with the engine, which resulted in a loss of engine power. Contributing to the accident was the loss of engine power due to the failure of the engine-driven fuel pump.

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

Read the full NTSB narrative

Prior to the accident flight and shortly after departure, the airplane's engine began to "surge." The pilot was able to divert to a nearby airport, and landed uneventfully. After landing, the pilot examined the engine, and checked the fuel system for leaks or contamination. He observed no anomalies and decided to depart again, after performing a run-up inspection. After departure, when the airplane was about 9 miles from the airport, and an altitude of about 2,000 feet, the engine lost power. The pilot prepared for a forced landing, and attempted unsuccessfully to restart the engine by switching fuel tanks and turning on the fuel boost pump. The airplane touched down in a field, the landing gear "dug in," and the airplane nosed down, substantially damaging the firewall. Examination of the engine revealed the engine-driven fuel pump vane cavity displayed rust and corrosion. The cavity was rinsed with a mixture of aviation gasoline and penetrating oil, and the pump was then able to rotate. It was reassembled for a functional test, and produced both low and high-end pressures without any anomalies. The fuel pump had been documented as being overhauled and then installed about 2 months prior to the accident and had accumulated 12 hours since installation.

Quoted verbatim from the NTSB record.