Accident Summary
On June 25, 2014, at approximately 1700 mountain daylight time, a Piper PA-30 Twin Comanche, registration 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, who was also the owner, was operating the airplane under Title 14 Code of Federal Regulations Part 91. The private pilot and a passenger sustained minor injuries. The airplane sustained substantial damage to the right wing and fuselage. Visual meteorological conditions prevailed, and no flight plan was filed. The cross-country personal flight was originating at the time, with a planned destination of Eureka, Montana.
Pilot Report
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 landing gear, and feathered both propellers. The airplane entered a right bank of 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 to the right of the runway.
The pilot stated that he shut the fuel valves off after the accident, at the request of on-scene fire personnel. The pilot expressed 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 Findings
An FAA inspector examined the accident site and found that the fuselage and wings sustained substantial damage. No fuel was leaking from the airplane. The main tanks appeared to be dry, while the auxiliary (tip) tanks were almost full. Only a residue amount of fuel was observed in the fuel distribution manifold for the fuel injection and in the right engine fuel line. The fuel selectors were found in the "off" position. Continuity of the fuel line from the right fuel tank to the engine mount was established. The airport manager reported no fuel spills or vapors at the accident site.
Postaccident examination of the airplane and engine was conducted by a certified airframe and powerplant mechanic under NTSB supervision and with an FAA inspector present. The right engine was examined using a differential cylinder pressure tester, which showed no anomalies. The starter was engaged, and the engine gearing and propeller rotated without issues. Fuel system continuity and fuel selector function were checked; the right fuel selector detents operated normally. Disassembly of the fuel selectors revealed no anomalies. The auxiliary tanks were about full, with fuel approximately two inches from the top. Flight control continuity was confirmed from the cockpit controls to all primary surfaces.
Fuel System and Performance
The pilot reported 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, using the main fuel tanks. Reviewing performance figures in the Airplane Flight Manual (AFM), the reported 30 gallons remaining seemed accurate given average engine fuel flow at higher density altitudes. The airplane's total fuel capacity is 120 gallons with tip tanks; tip tanks hold 30 gallons, and each main tank has 3 gallons of unusable fuel. The AFM procedure for takeoff requires fuel selector valves to be set to the main tanks. Selection of auxiliary fuel tanks is approved only during level, cruise flight. The Pilot Operating Handbook preflight check includes visually checking fuel quantity on the gauge and during the walk-around inspection.
Airframe and Engine Examination
The examination of the airframe and engine revealed no evidence of mechanical anomalies or failures that would have precluded normal operations. Further details are available in the Airframe and Engine Examination Report in the public docket.