N666Beech A45 · 1955

On February 22, 2014, about 1345 Pacific standard time, a Beech A45, N666, was substantially damaged during a forced landing following a loss of engine power during takeoff initial climb from the Hollister Municipal Airport (CVH), Hollister, California. The airplane was registered to private individuals and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot, sole occupant of the airplane, sustained serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The cross-country flight was originating at the time of the accident with an intended destination of Palo Alto, California.

In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that prior to the accident flight, he had flown from Palo Alto to CVH to meet a friend and conduct a practice formation flight. During the flight to CVH, he had the left fuel tank selected. The pilot stated that following an uneventful formation flight, they returned to CVH to have lunch and debrief the flight. The pilot added that he thought he had the right fuel tank selected during the formation flight, which was over an hour in length.

Following lunch, the pilot and his friend decided to perform a formation takeoff. The pilot stated that during takeoff initial climb from runway 24, the engine lost power at an altitude of about 100 to 200 feet above ground level and he decided to perform a 180-degree turn toward a planted field adjacent to the runway. About halfway through the 180-degree turn, the pilot decided he did not have enough altitude to complete the turn and leveled the wings. Subsequently, the airplane landed hard on an open road. The pilot further stated that he had the fuel selector positioned on the left fuel tank for his return flight to Palo Alto.

The pilot further reported that each fuel tank held 25-gallons of fuel, which allowed for about 2 hours of flight time per fuel tank. He noted within the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) that at the time of takeoff, he had 25 gallons of fuel on board the airplane.

During a post-accident interview, the pilot stated that prior to the accident flight; he did conduct a preflight inspection on the airplane, however, did not check the fuel level in each fuel tank.

Examination of the airplane by first responders revealed that the engine was partially separated and the fuselage was structurally damaged. First responders reported that they found the fuel selector valve handle positioned to the left fuel tank. The wreckage was recovered to a secure location for further examination.

Examination of the recovered wreckage by the NTSB IIC revealed that both wings and right horizontal stabilizer and elevator were removed previously to facilitate transport of the wreckage. The engine remained partially attached to the airframe and was displaced downward. Throttle and mixture control continuity was established from the cockpit controls to their respective engine attach points.

The fuel inlet line from the firewall was disconnected to facilitate testing of the fuel selector valve. The fuel selector valve was placed in the "left" position and compressed air was applied to the fuel inlet line at the left wing fuselage attach point. Air was felt expelling from the firewall fuel inlet line and the left wing fuel vent line. The left wing was intact and mostly undamaged. To facilitate testing the fuel tank, the fuel return line was capped off using a plastic cap. Compressed air was applied to the fuel outlet line at the wing root. Compressed air was felt expelling from the fuel drain when the drain valve was opened. No evidence of any leaks was noted.

Examination of the Teledyne Continental Motors O-470-13A engine revealed that all accessories and cylinders remained attached to their respective mounts. All fuel and oil lines were intact and undamaged. The engine oil screen was removed and found to be free of debris. The crankshaft was rotated by hand using a hand tool attached to the crankshaft propeller flange. Rotational continuity was established throughout the engine and valve train and thumb compression was obtained on all six cylinders.

Postaccident examination of the recovered airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The wreckage recovery company reported that during recovery of the airplane, they removed less than 2 gallons of fuel from the left wing fuel tank and in excess of 10 gallons from the right wing fuel tank.