Beechcraft C90A N8001V

Summary

On 25 May 2009 at about 15:46 local time, a Beechcraft C90A registered N8001V, operated by Executive Airlink Inc, was involved in an accident near Yeehaw Junction, Florida, United States. 4 people were 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

25 May 2009 at 15:46

Classification

Accident

Location

Yeehaw Junction, Florida, United States

Coordinates

27.7619, -80.9864

Aircraft

Beechcraft C90A

Registration

N8001V

Category

Airplane

Engines

2

Operator

Executive Airlink Inc

Operating rule

Part 135: Air Taxi & Commuter

Phase of flight

Not recorded

Route

Key Largo → Orlando

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

ERA09FA304

Nobody was injured.

The failure of the flightcrew to recognize that both engines were being supplied fuel only from the right wing fuel tanks resulting in loss of power in both engine due to fuel starvation. Contributing to the accident were the inoperative the left auxiliary fuel pump, the inoperative right no fuel transfer time delay relay, and inadequate manufacturing of the electrical wires associated with the left and right no fuel transfer time delay relays.

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

Read the full NTSB narrative

Approximately 4 days before the accident the left boost pump was noted by the accident pilot to be intermittent. Maintenance checked the pump but could not duplicate the intermittent discrepancy and the airplane was approved for return to service. Shortly after takeoff during the accident flight while operating with the crossfeed switch in the "Auto" position, the left boost pump became inoperative and the "Fuel Crossfeed" annunciator correctly illuminated alerting the flightcrew that the right boost pump was supplying fuel from the right fuel tanks to both engines. An adequate supply of fuel was available in the left fuel tanks which could have directly supplied the left engine had the flightcrew closed the crossfeed valve, but the pilot in command (PIC) continued the flight with fuel only supplied from the right fuel tanks. While descending, both engines lost power due to fuel starvation. The PIC maneuvered the airplane for a forced landing in an open field and landed hard, bounced, and came to rest upright. Postaccident inspection of the airplane revealed internal components of the left boost pump were worn resulting in an inoperative boost pump and the right no fuel transfer time delay relay was inoperative due to a broken terminal at the relay. Had the right no fuel transfer annunciation system been operative, it is likely that the flightcrew would have diverted earlier for an uneventful landing at a suitable airport. While inspection of the electrical wiring and components in the cockpit (includes the fuel control panel) occurs during a Phase 3 inspection required to be performed every 800 hours, the failures of the wires and terminal at the right no fuel transfer time delay relay was due to bending which occurred with repeated opening and closing of the panel. Postaccident inspection of 2 production airplanes of the same make and model revealed discrepancies with chafing of the relay wires against a nearby structural member.

Quoted verbatim from the NTSB record.