ERA16LA062

The private pilot reported that, when he departed for the personal flight, there were 15 gallons of fuel in each of the wing fuel tanks. During the initial climb, the airplane experienced a total loss of engine power. Subsequently, the pilot performed an emergency off-airport landing. During the landing, the airplane sustained substantial damage to the fuselage, wings, and firewall. Postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical anomalies that would have precluded normal operation. The right fuel tank was breached, and an undetermined amount of fuel was noted in the left fuel tank. About 1 gallon of fuel was drained from the auxiliary fuel tank drain valve. Although the pilot stated that he did not remember which fuel tank he had selected before takeoff, given the airplane's fuel state that he reported before takeoff and the fuel observed in the airplane postaccident, it is likely that the pilot mistakenly departed with the fuel selector positioned to the auxiliary fuel tank, which according to the manufacturer, was to be used only during level flight and not for takeoff or landing and that this resulted in the subsequent total loss of engine power due to fuel starvation.

On December 4, 2015, at 1615 eastern standard time, a Beechcraft D35, N2991B, was substantially damaged during a forced landing after takeoff from the Vine Grove Airport (70KY), Vine Grove, Kentucky. The private pilot was not injured. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed.The pilot reported that his intention was to conduct some "pattern work." He conducted a preflight inspection of the airplane; visually checked the fuel in the left and right fuel tanks and estimated that they each contained 15 gallons. The airplane was equipped with a 20-gallon auxiliary fuel tank but the pilot reported that its fuel quantity could not be checked visually. The pilot started the engine, taxied to the run-up area, and performed the before takeoff checklist items, with no anomalies noted. He then taxied to the active runway and configured the airplane for takeoff. During the climbout, about 150 feet above ground level, the engine "quit." He did not have enough altitude to return to the airport, or time to attempt an engine restart or make any radio calls. He subsequently performed an emergency off-airport landing to a road. Examination of the airplane by a Federal Aviation Administration inspector revealed that the right wing and firewall were buckled. The left main wing fuel tank had an undetermined amount of fuel. Fuel samples were taken from the left main wing tank and the fuselage auxiliary tank. The samples appeared to be clear with no water or debris noted. The right wing fuel tank was breached and the fuel quick drain valve was jammed. The smell of fuel in and around the airplane was noted. The fuel selector was moved from the off position and back to the auxiliary position, and when the fuel supply line was removed from the carburetor, very little fuel exited. The fuel strainer was removed and a very small amount of fuel came out; it was inspected and found to be free of debris. The auxiliary fuel tank drain valve was removed and about 1 gallon of fuel drained out. A review of the D35 pilot's operating handbook (POH) revealed that the airplane was equipped with a 20-gallon fuel tank in each wing in which 34 gallons are usable. All of the fuel in the auxiliary tank was usable. The top spark plugs were removed and they exhibited normal wear and had light gray deposits in the electrode areas. The crankshaft was rotated by hand, and spark was noted on each spark plug lead. After the examination of the airplane, the pilot reported, "The D-35 has only one fuel gage and two switches used to select the tank indicated. The fuel selector has four positions, left, right, auxiliary and off. You can have the fuel selector on the auxiliary tank and the fuel indicator on a different tank. It is possible that I mistakenly verified the fuel level in the auxiliary tank with the indicator set toone of the main tanks." The pilot stated that he did not remember which fuel tank he had selected before takeoff. According to the limitations section of the D35 POH: "Use auxiliary fuel in level flight only and do not use for takeoff or landing. Use at least 10 gallons from left main tank before use of auxiliary fuel or right main tank."