Accident Details
On January 17, 2014, at 1639 Pacific standard time, a Piper PA-24-250 (registration N6570P) struck a taxiing Cessna 172N (registration N737CL) following a loss of engine power during takeoff from Reid-Hillview Airport in San Jose, California. The Piper, owned by 6570P LLC and operated by the private pilot for a personal cross-country flight, was en route to Sonoma Skypark Airport. The Cessna, owned by a private individual and operated by Nice Air for an instructional flight, had just landed after a local flight. Visual meteorological conditions prevailed; no flight plans were filed.
Pilot Statements
The Piper pilot reported that the airplane had not been flown since October 2013 and had been parked on the ramp. He performed a preflight inspection but did not sump the fuel tanks. He confirmed the main fuel tanks were full with fuel from the previous year and the fuel selector valves were set to the main tanks. After takeoff from Runway 31R, he retracted the landing gear. At about 300 to 400 feet above ground level, the engine began to sputter with a partial loss of power. Cycling the throttle produced no change. He initiated a right turn to return to the airport but lacked altitude to reach a runway, so he aimed for a taxiway. The airplane landed on the taxiway with the gear retracted and slid, striking the tailcone of the taxiing Cessna.
The Cessna flight instructor stated that they had just landed on Runway 31L and were taxiing north on Taxiway Z. He observed the Piper takeoff and noted it was having difficulty maintaining altitude. The Piper turned right and back toward the airport, appearing as if it would collide with a hangar. It then turned again and flew directly toward the Cessna. The instructor pushed the throttle full forward to evade, but the Piper struck the right side of the Cessna's tailcone.
Examination Findings
An FAA inspector examined the Piper the day after the accident. Both main fuel tanks were full; auxiliary tip-tanks were empty. Blue fuel was present in the belly-mounted fuel strainer, firewall-mounted electric fuel pumps, and carburetor bowl. No water contamination was observed.
The NTSB investigator performed a follow-up examination of the engine and fuel system. Fuel lines were continuous and clear from the main tanks to the carburetor; screens in the fuel strainer and electric pumps were debris-free. Main fuel tank and left tip tank fuel cap seals were pliable and crack-free, fitting firmly. The right tip tank cap was loose in the filler neck and could be easily removed in the locked position.
The engine sustained minimal damage. All engine controls were continuous and moved smoothly through full travel. Induction air lines were unobstructed. The oil sump contained about 9 quarts. Top spark plugs showed light grey deposits and normal-to-short service wear. Borescope inspection of combustion chambers revealed no foreign object damage and light grey deposits consistent with normal operation. Further examination revealed no anomalies that would have precluded normal operation.
Two engine test runs were performed with main fuel tanks selected for a total of 5 minutes. The engine started within 5 seconds and operated smoothly from idle to 1,800 rpm (maximum rpm limited by propeller and engine mount damage). Fuel and oil pressures remained nominal; a magneto check resulted in appropriate speed drop.