NYC99LA223

Factual narrative

On September 12, 1999, about 1710 Eastern Daylight Time, a Beech A23, N3508R, was substantially damaged during a forced landing at Carlisle, Pennsylvania. The certificated private pilot and passenger were not injured. Visual meteorological conditions prevailed for the flight that originated from Wilkes-Barre Wyoming Valley Airport, Wilkes-Barre, Pennsylvania; destined for Carlisle Airport (N94), Carlisle, Pennsylvania. No flight plan was filed for the personal flight conducted under 14 CFR Part 91. The pilot stated that he flew a visual approach to Runway 28 at N94. Due to traffic on the runway, he performed a go-around. During the go-around, the engine "...sputtered, but kept running." He then flew a normal traffic pattern to the same runway. On final approach, the engine lost all power, and the pilot performed a forced landing to a field, short of Runway 28. During the landing, the nose gear, left wing, and right wing sustained substantial damage. The pilot stated that after the landing, he moved the fuel selector from "LEFT" to "OFF". Before the flight, 9 gallons of fuel was added to the left tank. The pilot estimated that he had between 15-20 gallons of fuel in the left tank. However, he stated that the first half of the flight was flown with the fuel selector on "RIGHT". Examination of the wreckage by a Federal Aviation Administration (FAA) Inspector did not reveal any pre-impact mechanical malfunctions. The inspector observed approximately 18 gallons of fuel in the right fuel tank. He did not observe any fuel in the left fuel tank. He added that the left fuel tank was not compromised during the accident, nor did he observe any evidence of fuel leaks. According to FAA records, on April 7, 1998, a Continental IO-346A was removed from the airplane; and a Lycoming IO-360 was installed. According to an engineering report from General Aviation Technical Services, Inc.: "The Lycoming IO-360-A2B develops 35 more horsepower at take-off. Using a conservative SFC of .7 lb/hp/hr at full rich, the Continental engine would use approximately 19 GPH at T.O. and the Lycoming will consume 23 GPH at T.O." The pilot reported a total flight experience of 177.6 hours, of which, 16.8 hours were in the accident airplane. While on final approach, the engine lost all power, and the pilot performed a forced landing to a field. The pilot stated that after the landing, he moved the fuel selector from 'LEFT' to 'OFF'. Examination of the wreckage by a Federal Aviation Administration (FAA) Inspector did not reveal any pre-impact mechanical malfunctions. The inspector observed approximately 18 gallons of fuel in the right fuel tank. He did not observe any fuel in the left fuel tank. According to FAA records, on April 7, 1998, a Continental IO-346A was removed from the airplane; and a Lycoming IO-360 was installed. According to an engineering report from General Aviation Technical Services, Inc., the Lycoming engine burned more fuel per hour than the Continental engine. The pilot reported 16.7 hours of total flight experience in the accident airplane. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12