LAX04LA004

The aircraft collided with the ground short of the runway while attempting a forced landing following a loss of power in the takeoff initial climb. Witnesses reported after the airplane was airborne, the airplane engine started to "sputter" and the airplane turned back towards the airport. As the airplane touched down the wing tip touched the ground and airplane cartwheeled. The pilot said that he aborted his first takeoff after an indication of low fuel pressure. The pilot taxied back and did another run up. He was unable to determine, or duplicate, the fuel pressure abnormality observed during the first takeoff roll and elected to attempt a second takeoff. During the takeoff initial climb the engine started to sputter and lost power. The pilot attempted to turn back towards the runway, but the airplane had insufficient altitude and collided with the ground short of the pavement. The last pilot to fly the accident airplane told investigators that he had refueled the airplane to capacity at a nearby airport located 26 nm northeast of this airport. He stated that when he secured the airplane in his hangar the left fuel tank was 1/3 full, and the right fuel tank was 3/4 full. He said no one had flown the airplane since. During the accident sequence the left wing separated from the fuselage and the outboard 1/3 of the right wing was folded over. The gascolator and left fuel tanks were breeched and no fuel was found. The first responders, including fire and police units, to the accident scene did not see any fuel, nor did they detect the odor of fuel. A Federal Aviation Administration (FAA) inspector responded to the accident site and examined the wreckage. The inspector was unable to locate any evidence of fuel in the remaining aircraft system components or spillage on the ground. Following recovery from the accident site, a test run of the engine was accomplished while it was still mounted in the airframe. An external fuel source was engineered to deliver fuel directly to the inlet line of the carburetor. The engine was started using the aircraft's own starter switch and engine controls. The engine started and was run up to 1,300 rpm where it was operated for approximately 1 minute, then shut down. Oil pressure during the engine operation was observed to be in the green arc, approximately 60 psi.

History of flight

On October 3, 2003, about 1530 Pacific daylight time, a Piper PA-28-180, N183DB, impacted terrain on airport property after experiencing a loss of engine power during takeoff from Marin Ranch Airport (CA35) San Rafael, California. The owner/pilot was operating the airplane under the provisions of 14 CFR Part 91. The commercial pilot, the sole occupant, sustained serious injuries; the airplane sustained substantial damage. The personal cross-country flight was en route to Lakeport, California. Day visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 38 degrees 01.12 minutes north latitude and 122 degrees 30.58 minutes west longitude.

Witnesses reported that the accident pilot had aborted his first takeoff, then taxied back to the run-up area and attempted to takeoff again. During the takeoff, after the airplane was airborne, the airplane engine started to "sputter" and the airplane turned back towards the airport. As the airplane touched down the wingtip touched the ground and airplane cartwheeled.

The pilot stated he aborted his first takeoff after an indication of low fuel pressure. He taxied back and did another run-up and was unable to determine, or duplicate, the abnormality during the first takeoff roll. He attempted a second takeoff and the engine started to sputter and quit. The pilot attempted to turn back towards the runway, but the airplane had insufficient altitude to return to the runway.

During the accident sequence the left wing separated from the fuselage, the outboard 1/3 of the right wing was folded over. The airplane came to rest on the left side of the fuselage. The gascolator was breeched and no fuel was found. The first responders to the accident scene did not see any fuel, nor did they detect the odor of fuel.

The Federal Aviation Administration (FAA) inspector responded to the accident. An examination of the wreckage was unable to locate any evidence of fuel.

The last pilot to fly the accident airplane told investigators that he had refueled the airplane to capacity at Napa County Airport; Napa, California. Napa is located 26 nm northeast of San Rafael. He stated that when he secured the airplane in his hangar the left fuel tank was 1/3 full, and the right fuel tank was 3/4 full. He said no one had flown the airplane since.

At the time of the accident the airplane had 11.9 hours since a total aircraft overhaul, which the accident pilot had completed.

Examination of the maintenance records revealed no unresolved maintenance discrepancies against the airplane prior to departure.

The airplane wreckage was recovered for further examination.

Personnel information

A review of Federal Aviation Administration (FAA) airman records revealed the pilot held a commercial pilot certificate with an airplane single engine land rating. The pilot held a mechanic certificate for airframe and power plant. He also held an inspection authorization.

The pilot held a second-class medical certificate that was issued on October 29, 2001. It had the limitations that the pilot must wear corrective lenses.

The pilot reported a total flight time of 3,500 hours.

Aircraft information

The airplane was a Piper PA-28-180, serial number 28-7305076. A review of the airplane's logbooks revealed the airplanes a total airframe time was estimated to be about 2,500 hours. The airplane had been completely overhauled by the pilot/mechanic. The airplane had a total time of 10.3 hours since the overhaul had been completed. An annual inspection was completed on September 1, 2003. The tachometer read 1.3 hours at the last inspection. The tachometer read 11.9 hours at the accident scene.

The airplane had a Textron Lycoming O-360-A4A engine, serial number L-16994-36A, installed. Total time since major overhaul on the engine at the last annual inspection was 1.3 hours.

Tests and research

Investigators examined the wreckage at Plain Parts, Sacramento, California, on December 17, 2003. A test run of the engine was accomplished by securing the airframe with the engine still attached. An external fuel source was engineered to deliver fuel directly to the inlet line of the carburetor.

The engine was started using the aircraft's own starter switch and engine controls. The engine started and was run up to 1,300 rpm where it was operated for approximately 1 minute, then shut down. Oil pressure during the engine operation was observed to be in the green arc, approximately 60 psi.