LAX97LA029

The aircraft had been parked on the ramp for 7 days prior to the accident flight because of poor weather, which included snow, rain, and below freezing temperatures. The fuel tanks were partially filled with fuel. The pilot reported that no moisture was observed during the preflight of the aircraft, and that the engine run-up was normal. After departure and landing gear retraction, the right engine lost power. The pilot then pushed all engine power controls forward, and verified that the engine fuel boost pumps were on and the landing gear retracted prior to making an off-airport forced landing. According to the pilot's written statement, the engine failure occurred after lift-off and prior to obtaining Vyse. Subsequent examination of the four fuel filler cap O-rings revealed signs of deterioration and cracking, which was sufficient to allow water to enter the fuel tanks. The outside air temperature was below freezing the night prior to and the morning of the accident. The aircraft had completed an annual inspection 3 months and 15 hours prior to the accident flight. The right engine was examined following aircraft recovery with no discrepancies noted.

On October 31, 1996, at 0905 hours mountain standard time, a Cessna 310H, N1039Q, collided with the ground about 2 miles west of the Show Low Muni Airport, Show Low, Arizona, following the loss of the right engine during the takeoff initial climb from runway 24. The aircraft was owned and operated by the pilot and was beginning a cross-country personal flight to Chandler, Arizona. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed in the ground collision sequence and ensuing postimpact fire. The airline transport pilot, the sole occupant, was not injured.

According to a written statement by the pilot, he departed runway 24, "retracted [the] landing gear [and] shortly thereafter felt a sharp right yaw - saw RPM decreasing [and verified that engine control levers were full forward]." The pilot reported that he was using the main fuel tanks, had the boost pumps on, and had carefully looked for water during preflight draining of the fuel sumps. The pilot was unable to climb or maintain altitude and the aircraft made a forced landing in a field near the town. The propeller of the failed engine was not placed into the feathered position. According to the pilot's written statement, the engine failure occurred after lift-off and prior to obtaining single engine best rate of climb (Vyse).

The airport elevation is 6,412 feet mean sea level (msl), and the density altitude was computed to be 5,900 feet msl. The single engine climb performance for the accident aircraft weight and weather conditions was computed using the Pilot Operator Handbook (POH) to be approximately 202 feet per minute when flown in accordance with the manufacturer's recommended single engine flight procedures.

The airport manager reported that the aircraft arrived on October 25 and was refueled at that time. The aircraft was fueled with 45 gallons of 100 LL, which only partially filled the main tanks. Due to weather, the pilot was unable to depart and the aircraft remained parked outside until the accident flight. Rain fell during each of the 7 days the aircraft was parked on the ramp to a total of 1.5 inches. The manager also reported that the temperatures were at or below freezing during the nights with snow accumulating on the aircraft, and was 26 degrees Fahrenheit at the time of the accident.

Subsequent examination of the four fuel filler cap O-rings by an Federal Aviation Administration (FAA) airworthiness inspector revealed signs of deterioration and cracking. According to the FAA inspector, the O-ring cracking and deterioration was sufficient to allow water to enter the fuel tanks. The FAA inspector further reported that "fuel samples taken at the scene were inconclusive due to the damage of the aircraft fuel systems." The right engine was examined following recovery of the aircraft with no discrepancies identified.