MIA08LA083

During takeoff at 300 feet with the fuel selector positioned to the left tank and an adequate supply of non-contaminated fuel in that tank, the engine experienced a loss of engine power. The pilot maneuvered for a forced landing in a clearing and while descending for a forced landing, the airplane collided with a power line then the ground. The airplane then rolled across a ditch. There were no obstructions of the fuel supply or fuel vent lines for the left fuel tank. Examination of the engine after the accident showed no evidence of failure or malfunction of the engine or engine accessories.

On March 28, 2008, about 1315 eastern daylight time, an amateur built Vans RV8, N130X, registered to and operated by a private individual, was substantially damaged during a forced landing shortly after takeoff from DeLand Municipal Airport-Sidney H. Taylor Field (DED), DeLand, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from DED, to Spruce Creek Airport, Port Orange, Florida. The commercial-rated pilot, the sole occupant, was not injured. The flight was originating at the time of the accident.

The pilot stated that during the initial climb at 300 feet, with the fuel selector on the left tank position, the engine quit. He banked to the right and while descending for a forced landing in a clearing, the airplane collided with a single power line. The airplane contacted the ground, rolled approximately 300 feet, then traveled across a ditch.

Examination of the airplane following recovery by an FAA Aviation Safety Inspector revealed damage to the fuselage, both wings, and vertical stabilizer. Approximately 12.5 gallons of 100 low-lead fuel were contained in the left fuel tank and approximately 6 gallons of 100 low-lead fuel were contained in the right fuel tank. No fuel contamination was noted, and no obstructions of the fuel supply or fuel vent lines for the left fuel tank were noted. Examination of the engine, and engine accessories consisting of the magnetos revealed no evidence of preimpact failure or malfunction. The servo fuel injector (fuel servo) and fuel manifold valve were retained by FAA for further examination.

The fuel servo and fuel manifold valve were examined at a FAA approved repair station with FAA oversight. The examination of the fuel servo revealed the throttle plate was completely closed (specification is .006 inch gap), and the inlet screen was clean. Bench testing of the fuel servo and fuel manifold valve revealed both flowed within limits. No determination was made as to the reason for the reported loss of engine power.