WPR09LA374

The single-engine airplane experienced a total loss of engine power five minutes after takeoff during an aerial application flight. The pilot attempted a forced landing to an alfalfa field he was preparing to spray, but after touching down, the airplane impacted an angle ditch and nosed over. The airplane sustained substantial damage to its empennage. A Federal Aviation Administration (FAA) safety inspector examined the airplane on the morning of the accident and reported finding that both wing tanks were void of any fuel, and there was no evidence of any leakage. When the inspector revealed this to the pilot, the pilot stated that company personnel had fueled the airplane about 10 minutes prior to the accident. The pilot added that company policy is for the ground crew to fuel after each load, normally with 30 gallons of fuel to each wing tank while loading the plane with pesticide. The pilot supplied a company fuel log that indicated the airplane was fueled 4 times on the day of the accident. A subsequent examination and engine run performed by an airframe and power plant mechanic revealed no anomalies with the engine that would have precluded normal operation.

On July 29, 2009, about 0415 Pacific daylight time, an Air Tractor Inc. AT-301, N23189, sustained substantial damage during a forced landing following a loss of engine power about 5 nautical miles northwest of Firebaugh, California. The commercial pilot was not injured. Visual meteorological conditions prevailed for the aerial application flight, which was conducted in accordance with 14 Code of Federal Regulations Part 137, and a flight plan was not filed. The flight departed from a private airstrip about 4 miles east of Dos Palos, California, at 0410. In a statement submitted to the Safety Board investigator-in-charge (IIC), the pilot reported that while approaching the field to be sprayed the airplane's engine lost power. The pilot stated that after making a forced landing the airplane impacted an angle ditch and nosed over, which resulted in substantial damage to the airplane's empennage. A Federal Aviation Administration (FAA) inspector, who responded to the accident site, reported that when he arrived he noted that no fuel was in either wing tank, and that no fuel was heard in the tanks, nor could he hear any sloshing of fuel in the tanks. The inspector further reported that when the fuel caps were opened no fuel exited and no fumes were present. When asked by the inspector who fueled the airplane, the pilot said that it was company personnel, that they always do both fuel and pesticide, and that they typically put 30 gallons of fuel in each tank. The pilot provided the IIC with a fuel load sheet, which indicated that the airplane was fueled prior to the 4th load after a change of airstrips took place at 0300; the accident occurred on the 4th load. A certificated FAA airframe and powerplant mechanic stated that an inspection of the engine revealed no abnormalities, either external or internal. The mechanic reported that a check of the opening and closing of the valves were normal with the rotation of the engine, that all 9 cylinders maintained adequate compression, that the blower impeller turned 10 to 1 with engine rotation, and that he dialed the crankshaft and found it within limits. The mechanic installed a serviceable propeller and conducted an engine run at full power, with normal manifold pressure and revolutions per minute (RPM) achieved; the magnetos checked normal. The mechanic stated that after the engine was shut down he removed the oil screen and found no foreign metal or debris. The mechanic reported that he found the engine to be airworthy for normal operation.