On June 25, 2014, about 1700 mountain daylight time, a Piper PA 30 Twin Comanche, N7350Y, collided with terrain following a loss of engine power on the right engine during takeoff from Glacier Park International Airport, Kalispell, Montana. The pilot/owner was operating the airplane under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The private pilot and passenger sustained minor injuries. The airplane sustained substantial damage to the right wing and fuselage during the accident sequence. Visual meteorological conditions prevailed, and no flight plan had been filed. The cross-country personal flight was originating at the time with a planned destination of Eureka, Montana.
The pilot reported that the right engine did not sputter or provide any other indications before losing power. The airplane was airborne about 10 feet above the ground when it veered to the right, away from the runway. The pilot immediately switched fuel tanks, raised the gear, and feathered both propellers. The airplane went into a right bank to about 80 degrees, and the pilot was able to get the airplane nearly level, applying full left aileron and rudder, just prior to contacting the ground. During the accident sequence, the right engine separated from the fuselage.
The airplane came to rest upright about 5,500 feet down the runway and 500 feet off to the right side of the runway.
The pilot stated that he shut the fuel valves off after the accident, at the request of the on-scene fire personnel. The pilot stated concern that the right fuel selector was stiff, and the detent was not readily apparent. He did not recall what position the fuel selectors were set to for takeoff.
Examination of the accident site was conducted by a Federal Aviation Administration inspector and revealed that the airplane's fuselage and wings sustained substantial damage. The inspector observed no fuel leaking from the airplane. He stated upon inspection, the main tanks appeared to be dry and the axillary tanks were almost full. He also observed only a residue amount of fuel in the fuel distribution manifold for the fuel injection and in the right engine fuel line. The fuel selectors were observed in the "off" position. He established the continuity of the fuel line from the right fuel tank to the engine mount. Further, the inspector stated that the airport manager said that on the day of the accident, that there were no fuel spills or vapors at the accident site. The airplane was recovered to a secure location for further examination.
Postaccident examination of the airplane and engine was conducted by a certified airframe and powerplant mechanic, under the supervision of the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), and with an FAA inspector in attendance.
The right engine was examined. A differential cylinder pressure tester was used to check the appropriate pressure and resulted in no anomalies. The engine's condition was determined to be sufficient, to allow for the safe engagement of the starter. The starter was engaged and the engine gearing and propeller rotated, with no anomalies noted.
The fuel system continuity and the function of the fuel selectors were established. The right fuel selector detents were checked at each selected position. The examination and disassembly of the fuel selectors revealed no anomalies. The NTSB IIC verified the fuel quantity in the auxiliary (tip) tanks were about full. The fuel quantity was observed to be about two inches from the top of the tanks.
Flight control continuity was established throughout all primary flight control surfaces from the cockpit controls.
The examination of the airframe and engine revealed no evidence of mechanical anomalies or failures that would have precluded normal operations. For additional information, see the Airframe and Engine Examination Report in the Public docket.
The pilot reported to the NTSB IIC that the accident airplane had 30 gallons of fuel onboard during takeoff. He had flown the airplane about 3.7 hours since the last refueling and flew the last flight using the main fuel tanks. Reviewing the performance figures in the Airplane's Flight Manual (AFM), for the average engine fuel flow at the higher density altitudes, the reported 30 gallons of fuel remaining, for the accident flight seemed to be accurate. The airplane's total fuel capacity is 120 gallons with the tip (auxiliary) tanks. The tip tanks fuel capacity is 30 gallons. Additionally, there is 3 gallons of unusable fuel in each main tank.
The AFM procedure for takeoff calls for the fuel selector valves to be selected "on" to the main tanks. The selection of the auxiliary fuel tanks is approved only during level, cruise flight. The airplane's Pilot Operating Handbook preflight check has an item, to visually check each tanks fuel quantity on the gauge. Further, the handbook calls for the fuel tanks quantity to be visually checked, during the walk around inspection.