SALINA, KS, USA
N97MA
Piper PA-31-350
The pilot reported that aircraft electrical power was not available during the preflight inspection. The pilot reported that the engines were started utilizing a ground power unit, and that aircraft electrical power could not be restored after the ground power unit was separated from the aircraft. The pilot reported that after liftoff he could not move the gear selection lever to the 'UP' position and that the left engine began to, '...surge and loose power. Reduced power on the left engine, engine continued to surge. Switched fuel selector for left engine to [the] left outboard fuel tank. Left engine continued to surge.' The pilot elected to land, straight ahead, into a field of wheat stubble. Fuel quantity present, at the post-accident inspection, for the inboard fuel tanks, was less than the unusable fuel amount as listed in the Pilot's Operating Handbook (POH). Fuel quantity present, at the post-accident inspection, for the outboard fuel tanks, was 1-2 gallons per tank more than the POH reported unusable fuel amount. The POH states that the outboard fuel tanks are to be utilized during level flight only. All four of the fuel tanks were intact, with no apparent leaks or ruptures, and there was no evidence of a fuel spill at the accident site. According the POH, the electrical driven fuel boost pumps, '...are operated continuously and are provided to maintain fuel under pressure to the other fuel pumps....' The POH further states that the electrical driven emergency fuel pumps are utilized, '...during takeoff and landing, and for priming the engines.' According to the Piper Service Manual for the PA-31-350, the gear selection lever, '...cannot be moved to [the] gear up [position] while left main gear strut is compressed or with power off.'
On July 26, 1999, at 1700 central daylight time, a Piper PA-31-350, N97MA, piloted by a commercial pilot, received substantial damage during a forced landing following a loss of engine power during initial climb from Salina Municipal Airport, Salina, Kansas. Visual meteorological conditions prevailed at the time of the accident. The positioning flight was operating under the provisions of 14 CFR Part 91 and was not on a flight plan. The pilot and the single passenger reported minor injuries. The flight was originating at the time of the accident and had the intended destination of McPherson Airport, McPherson, Kansas. According to the pilot's written statement, aircraft electrical power was not available during the preflight inspection. The pilot reported that the engines were started utilizing a ground power unit, and that aircraft electrical power could not be restored after the ground power unit was separated from the aircraft. The pilot stated that he received a takeoff clearance via light gun signals from the Salina Municipal Airport Control Tower, and the liftoff and initial climb were unremarkable. The pilot reported that when he attempted to retract the landing gear the gear selection lever would not move to the "UP" position. The pilot stated that at approximately 200 to 300 feet above ground level (agl) the left engine began to, "...surge and lose power." The pilot reported that he, "Reduced power on the left engine, engine continued to surge. Switched fuel selector for left engine to [the] left outboard fuel tank. Left engine continued to surge." The pilot stated that when the aircraft was approximately 150 feet agl it was descending 200-300 feet per minute. The pilot reported, "Elected to land straight ahead in [a] field of wheat stubble. Leveled aircraft at 50 feet agl to clear line of trees. Over trees, airspeed at Vmc. Closed throttles and landed aircraft in field in a level, nose-up attitude." During the landing the nose gear, left main gear, and left engine separated from the aircraft. The left engine nacelle caught fire and was extinguished by the pilot utilizing a fire extinguisher. A Federal Aviation Administration (FAA) inspector, from the Wichita Flight Standards District Office (FSDO), represented the National Transportation Safety Board (NTSB) during the on-scene portion of the investigation. As part of the on-scene investigation, the fuel tanks were examined. All four of the fuel tanks were intact and revealed no apparent leaks or ruptures. The FAA inspector noted that there was no evidence of a fuel spill at the accident site. Under the direction of the FAA inspector, the fuel tanks were completely drained and the fuel quantity was confirmed: Left Inboard Tank 1-2 gallons Left Outboard Tank 6-7 gallons Right Inboard Tank 1-2 gallons Right Outboard Tank 7-8 gallons According to the Pilot's Operating Handbook (POH) for the PA-31-350, the unusable fuel for each of the fuel tanks was: Left Inboard Tank 6 gallons Left Outboard Tank 4 gallons Right Inboard Tank 6 gallons Right Outboard Tank 4 gallons The POH states that the outboard fuel tanks are to be utilized during level flight only. According the POH, the electrical driven fuel boost pumps, "...are operated continuously and are provided to maintain fuel under pressure to the other fuel pumps...." The POH further states that, "Each fuel boost pump is controlled by a separate circuit breaker... The fuel boost pumps are activated when the master switch is turned on and continue to operate until the master switch is turned off or the fuel boost pump circuit breakers are pulled (off)." The POH states that the emergency fuel pumps are utilized, "...during takeoff and landing, and for priming the engines." The emergency fuel pumps are electrical driven fuel pumps and are activated by control switches located on the overhead control switch panel. According to the Piper Service Manual for the PA-31-350, the gear selection lever, "...cannot be moved to [the] gear up [position] while left main gear strut is compressed or with power off."
the inadequate preflight inspection by the pilot. Factors to the accident were fuel exhaustion and the operation of the aircraft with known deficiencies in equipment by the pilot.
Source: NTSB Aviation Accident Database
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