History of Flight
On August 6, 2011, about 1906 Pacific daylight time, a SIAI Marchetti F.260, registration N408FD, was substantially damaged during an off-field forced landing immediately after takeoff from Harris Ranch Airport (3O8), Coalinga, California. The airline transport pilot and three passengers received minor injuries. The business flight was operated under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed; no flight plan was filed.
The airplane was operated by Attitude Aviation, based at Livermore Airport (LVK), Livermore, California. The pilot, his wife, and their two daughters had flown from LVK to Van Nuys Airport (VNY) the day prior for positioning the airplane for filming. Another pilot flew the airplane during the filming on the accident day. After filming, the airplane was fueled, and the pilot and family departed VNY for LVK. En route, the pilot diverted to 3O8 because one daughter felt unwell. They spent about 20 minutes at 3O8, then re-boarded for the leg to LVK. No fuel was added at 3O8.
The pilot stated that engine start, runup, and takeoff roll on runway 14 were normal. At about 100 feet above ground level, the pilot selected landing gear up and noticed the engine lose power. He lowered the nose to maintain 100 knots, but the airplane continued to decelerate. He selected gear down and landed straight ahead off-airport, believing the airplane could not continue flight. The airplane came to rest upright about 600 feet beyond the departure end of the runway.
Personnel Information
According to FAA records, the pilot held a flight instructor certificate with ratings for single- and multi-engine airplane and instrument airplane. His most recent first-class medical certificate was issued in January 2011. He reported 5,900 total flight hours, including 200 hours in the accident airplane make and model.
Aircraft Information
The airplane was manufactured in 1973 and equipped with a Lycoming O-540 series engine. It had four separate fuel tanks with a total capacity of 62 gallons. The fuel system included an engine-driven fuel pump and two electric boost pumps plumbed in parallel, activated by a single cockpit switch. A check valve was installed between the boost pumps and the engine-driven pump to prevent fuel return flow. Maintenance records showed the engine was overhauled in 1990 at about 640 hours. As of the April 2011 annual inspection, total time in service was about 1,756 hours.
Meteorological Information
The 1856 automated weather observation at an airport 15 miles east of 3O8 included winds from 360 degrees at 7 knots, temperature 33°C, dew point 14°C, and altimeter setting 29.83 inHg. When plotted on a carburetor ice envelope chart, the point fell within the "Icing at Glide and Cruise Power" envelope.
Airport Information
Runway 14 at 3O8 measured 30 feet wide by 2,820 feet long, with an elevation of 470 feet.
Wreckage and Impact Information
The airplane was essentially intact except for the landing gear, propeller, lower cowl, and portions of the wings and tip tanks. Post-accident photos showed the fuel selector valve set to left main. All fuel caps were properly installed; only the left tip tank was breached by impact. Recovery personnel observed approximate fuel quantities: left tip 0 gallons, left main 12 gallons, right main 4 gallons, right tip 3 gallons. Some fuel was in the gascolator; water detection paste indicated no water. About 7 fluid ounces of fuel were recovered from the carburetor.
A detailed examination after partial disassembly revealed no pre-accident conditions or failures that could have contributed to the loss of engine power. The engine appeared clean and normal. The dipstick showed 9 quarts of oil. Interior surfaces of exhaust pipes were nearly white with a thin coating. All top spark plugs had clean gray-white electrodes. Engine rotation and compression were normal.
Additional Information
Engine Run
The engine was test-run on the airframe. After replacing the damaged carburetor air box and propeller, and plumbing a temporary fuel container, an attempt was made to start using the airplane battery, but battery power was low. With an auxiliary power supply, the engine started successfully. It idled normally at about 1,000 rpm. When throttle was advanced to about 1,400 rpm, the engine stumbled and stopped after about 90–120 seconds. No specific reason was determined. Fuel pressure with boost pump on indicated 0 psi, suggesting pumps were not getting fuel. After cycling the fuel shutoff cock and selector, pump noise changed and fuel pressure rose to about 6 psi. The engine was re-started and run successfully to about 1,900 rpm. With boost pumps off, fuel pressure dropped immediately; with boost pumps on, it returned. Repeated procedures yielded similar results.
Engine-Driven Fuel Pump
The engine-driven fuel pump was removed and tested at the manufacturer's facility, verifying proper operation.
Fuel System Check Valve
Functional testing of the check valve between boost pumps and engine-driven pump revealed it did not function properly; fluids could flow in either direction. The valve was examined: a spring-loaded flapper type with a gasket. The gasket did not contact the valve seat; instead, the metal flapper disc made contact, showing discoloration and scoring consistent with metal-to-metal contact. The valve manufacturer's guidance (December 2001) recommended a 5-year shelf life for new or overhauled units and 2 years for repaired units, with soft seal replacement after 10 years (5 for repaired items). No maintenance records of valve replacement were found; the April 2011 annual inspection checklist had an item for "vapor return line and check valve" initialed but with no further details.
Engine Monitor Data
The JPI EDM-700 engine monitor recorded EGT and CHT for each cylinder and battery voltage. Data from about 22 flights (dating to July 21, 2011) and test runs showed no anomalies other than an intermittent EGT problem with cylinder No. 4. Comparisons of EGT and CHT decrease rates for the power loss event did not yield information about the cause of power loss.
Vapor Lock
The Pilot's Handbook of Aeronautical Knowledge defines vapor lock as a fuel state change from liquid to gas in the fuel system, disrupting fuel pump operation and causing power loss. The possibility of vapor lock increases with decreasing pressure and increasing temperature.
Probable Cause
No probable cause was stated in the source.