Accident Details
On April 13, 2020, a Cessna 402B, registration N98649, was substantially damaged during an accident at Kirksville Municipal Airport (IRK), Kirksville, Missouri. The pilot, the sole occupant, was not injured. The flight was operating under Title 14 Code of Federal Regulations Part 135 as an on-demand cargo flight.
Pilot's Account
The pilot reported that during takeoff, everything appeared normal until shortly after liftoff. After establishing a positive rate of climb and initiating landing gear retraction, a substantial loss of engine power occurred, resulting in an inability to maintain climb. The pilot did not recall checking engine instruments and could not confirm whether one or both engines lost power. He retarded the throttles and landed on the remaining runway without extending the landing gear, causing substantial damage to the rear spar caps. The propellers were not feathered, and after stopping, the pilot shut down all systems and exited the aircraft.
Preflight and Fuel Information
The aircraft had been refueled on the day of the accident. The pilot sumped the fuel system during preflight and found no contaminants. Total fuel capacity was 163 gallons, with the locker fuel tanks not used. Both the operator and pilot reported 163 gallons onboard. The pilot took off with the main fuel tanks selected.
Post-Accident Examination
A Federal Aviation Administration (FAA) inspector, assisted by an aircraft mechanic, examined the aircraft. Both left and right engine propellers were found partially feathered as the aircraft rested on the runway. Both fuel selector valves were in the off position, with positive detents at each commanded tank position.
Fuel samples from the right and left fuel selector sump bowls contained a liquid consistent with aviation fuel, but also a small amount of brownish liquid consistent with water. A sample from the left auxiliary fuel tank sump also contained a small amount of water-like liquid. No water was found elsewhere in the fuel system.
Engine continuity and compression were verified by removing spark plugs and rotating propellers. Each magneto produced proper spark. Throttle, mixture, and propeller controls moved freely. The electric fuel pump operation was verified at Hi and Low positions for both engines. Subsequent engine runs using a substitute propeller under FAA supervision showed both engines starting and running to full power using the aircraft's systems and the same fuel from the main tanks. No anomalies were noted during either engine run.
Relevant Handbook Information
The pilot's operating handbook states that to feather the propeller blades, the propeller control levers must be placed in the feather position.