Event CEN22LA039

Factual narrative

On November 15, 2021, about 0745 central standard time, a Beech A36TC airplane, N1805D, sustained substantial damage when it was involved in an accident near Aransas County Airport (RKP), Rockport, Texas. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that, before departure, the airplane contained a total of 70 gallons of fuel: 20 gallons in each wing tip tank (40 gallons) and about 15 gallons in each main tank (30 gallons). The pilot estimated that the cross-country flight to RKP would take about 45 minutes. Shortly after departure, the pilot switched the fuel selector from a main tank to the left tip tank. About 20 minutes into the flight, the pilot noticed “a trail of fuel being sucked out of both the left and right main [tank] gas caps.” The pilot decided to continue with the flight because, at that time, the airplane was about halfway to RKP and the weather was favorable. About 30 miles from RKP, the pilot switched to the left main fuel tank to prepare for a visual approach and landing. When the airplane was at an altitude of 1,200 ft and was about 4 miles from the runway, the engine “sputtered a couple of times and quit completely.” The pilot switched to the right main fuel tank, which indicated 1/2 fuel, and attempted an engine restart that was unsuccessful. The pilot switched back to the left main fuel tank, which also indicated 1/2 fuel. The pilot realized that the airplane was not going to make it to the runway, so he ditched the airplane into Copano Bay, 1.5 miles short of RKP. The airplane impacted the water and came to rest upright. Postaccident examination showed that the airplane sustained substantial damage to the fuselage, both wings, and ailerons. Due to water immersion, the engine could not be functionally tested. The enginedriven fuel pump was removed; residual fuel, consistent with aviation gasoline, drained from the fuel pump, and the drive spline was intact. The magnetos were water damaged and thus were unable to be tested. Mechanical continuity throughout the engine was noted when the propeller was rotated by hand. The fuel selector was found in the left main fuel tank position. Compressed air was applied to the fuel system to verify integrity of the fuel lines and system. The test revealed that air was venting from both the left and right fuel caps; no additional anomalies were noted with the fuel system. Both the left and right fuel caps showed evidence of water corrosion, and the cap O-rings appeared dry and pliable. The private pilot stated that, before departure for the 45-minute flight, the airplane contained 70 total gallons of fuel: 20 gallons in each wing tip tank and about 15 gallons in each main tank. Shortly after departure, the pilot switched the fuel selector from a main tank to the left tip tank. About 20 minutes into the flight, the pilot noticed “a trail of fuel being sucked out of both the left and right main [tank] gas caps.” The pilot decided to continue the flight because, at that time, the airplane was about halfway to the destination airport and the weather was favorable. In preparation for the visual approach, the pilot switched the fuel selector to the left main fuel tank. When the airplane was at an altitude of 1,200 ft and was about 4 miles from the runway, the engine “sputtered a couple of times and quit completely.” The pilot switched to the right main fuel tank, which indicated 1/2 fuel and attempted an engine restart that was unsuccessful. The pilot switched back to the left main fuel tank, which also indicated 1/2 fuel. The pilot recognized that the airplane was not going to make it to the runway, so he ditched the airplane into the water about 1.5 miles short of the runway. The airplane sustained substantial damage to the fuselage, both wings and ailerons. Postaccident examination of the airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The fuel selector was found in the left main fuel tank position. The engine and magnetos could not be functionally tested due to water immersion/damage. The enginedriven fuel pump was removed; residual fuel, consistent with aviation gasoline, drained from the fuel pump, and the drive spline was intact. Application of compressed air to the fuel system revealed the venting of air from the left and right fuel caps; no additional anomalies were noted with the fuel system. Both the left and right fuel caps showed evidence of water corrosion, and the cap O-rings appeared dry and pliable. Although the pilot reported observing fuel draining from the fuel caps, he also reported the airplane fuel tank indicators showed about one-half of the fuel capacity in each main fuel tank when the engine lost power. As a result, the reason for the total loss of engine power could not be determined based on the available evidence for this investigation. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• — Not determined-Not determined-(general)-(general)-Unknown/Not determined