Accident Overview
On June 11, 2016, about 0915 central daylight time, a Bellanca 17-30 airplane, N7346V, experienced a loss of engine power in flight, resulting in a forced landing near Westport, Oklahoma. The private rated pilot sustained minor injuries and the airplane sustained substantial damage. The airplane was registered to and operated by a private individual under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed from Westport Airport (4F1) about 0910 and was en route to William R Pogue Municipal Airport (OWP) in Sand Springs, Oklahoma.
Accident Sequence
The pilot reported intending to top off the fuel tanks at OWP, approximately 10 miles east of 4F1, before proceeding to another airport. After departure, he turned east then northeast over Keystone Lake. Shortly after adjusting the engine control for cruise flight, he noticed a loss of engine power. He initiated emergency procedures, switching from the right main fuel tank to the left main fuel tank and turning on the fuel boost pump. The pilot reported that the engine "sounded like it was trying to make power but, wasn't enough to maintain altitude." During the forced landing, the airplane contacted trees and then impacted an open field. The airplane came to rest upright and sustained damage to the engine mounts, both wings, the fuselage, and the empennage.
Preflight and Fuel Information
Immediately after the accident, the pilot reported to an FAA inspector that the fuel in the tanks on the day of the accident was remaining from a previous cross-country flight in March 2016, and the accident flight was the first flight since then. He sumped all four fuel tanks prior to departure and found no contamination. Using a homemade calibrated fuel measuring stick, he measured three of the fuel tanks: 4 gallons in the right outboard tank, 19 gallons in the right main tank, and 12 gallons in the left outboard tank. The left main tank was half full but was not measured. He departed with the fuel selector on the right inboard tank.
Postaccident Examination
Another FAA inspector and an airplane mechanic conducted a postaccident examination. The right main tank was about ¾ full, while the right outboard auxiliary tank, left main tank, and left outboard auxiliary tank were almost empty. Examination of the engine revealed that the crankshaft rotated smoothly when the propeller was turned by hand, and compression was noted in each cylinder. The engine oil sump was dented but not breached and contained clean oil. No issues were noted with magneto timing, spark plugs, or the engine-driven fuel pump. No fuel was present in the line from the fuel manifold to the metering unit or to the engine-driven fuel pump. The main fuel line to the fuel pump was pulled from the firewall during the accident. The main fuel strainer was empty. The drain valve was found open and exhibited impact signatures. The fuel selector was found on the left main fuel tank. To test the fuel system, the drain valve was closed, the fuel selector switched to the right main tank, and the boost pump was successfully tested on both high and low settings. After priming, fuel flowed freely from the main fuel line. Other than the absence of fuel, no anomalies were noted with the engine that would have precluded normal operation.