Beech F33A accident near South Windsor, Connecticut, September 7, 2006
On September 7, 2006 at about 5:45 pm local time, a Beech F33A, registered N3708B, was substantially damaged in an accident near South Windsor, Connecticut. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loosening of the fuel injector lines from the fuel manifold valve, which resulted in a partial loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 2006 · about 5:45 pm local time
- Place
- South Windsor, Connecticut · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech F33A · all F33As on the register
- Registration
- N3708B · no longer on the register · serial CE-928
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While leveling the airplane after a descent from 3,000 feet to 1,500 feet, the pilot increased the throttle to level the airplane; however, engine power did not return, and the airplane continued to descend. The airplane subsequently impacted trees and terrain during a forced landing attempt. Witnesses reported hearing the engine "popping" and "sputtering" as the airplane descended. Following the accident, the engine was removed from the airframe and test run. During the first test run the engine exhibited varying interruptions of power, and when the throttle was increased to full, it reached a maximum rpm of 1,450. Troubleshooting revealed that all six fuel injector lines were loosely attached to the fuel manifold valve. After all of the lines were tightened, the engine ran without any interruption of power, and reached a maximum rpm of 2,644. Examination of maintenance records revealed that significant maintenance had been performed on the engine 7 months, and 246 flight hours, prior to the accident flight. Additionally, four of the six fuel injector nozzles were replaced about 6 months before the accident flight.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,134 hours in all; 1,419 in this make and model; 74 in the last 90 days; 17 in the last 30 days; 2,134 as pilot in command
- Last flight review: June 1, 2006
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 2,229 hours
- Last inspection: annual inspection, October 1, 2005; 316 hours since
- Maximum gross weight: 3,754 lb
- Seats: 4
- Landing gear: retractable
- Engine: Ultimate Engines IO-550-BB (piston); 0 hours total
The flight
- Departed from: ASH Nashua NH
- Destination: HFD Hartford CT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 110° at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,200 ft
- Temperature: 75°F (24°C), dew point 55°F (13°C)
- Altimeter: 30.05 inHg
- Observation at 5:53 pm from HFD, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.