Event LAX93LA218

Factual narrative

On May 17, 1993, at about 1949 hours Pacific daylight time, a Beech 36, N7687N, collided with a berm short of the runway at Hayward, California, while attempting a power off forced landing. The aircraft had experienced a loss of power during the after takeoff climb and had performed a return to runway maneuver. The aircraft was operated by MKF Flying Club, Inc., of San Jose, California, and was rented by the pilot for the personal flight. Visual meteorological conditions prevailed at the time and an IFR flight plan was filed for the flight. The aircraft incurred substantial damage. Neither the certificated private pilot nor this one passenger were injured. The flight originated at the Hayward, airport on the day of the mishap at about 1938 hours as an IFR flight to San Jose. In a verbal statement to FAA inspectors from the Oakland, California, Flight Standards District Office, the pilot reported that he took off on the right fuel tank and switched to the left tank in the climb. The engine quit immediately after the pilot switched the fuel selector. The pilot said he went back to the right fuel tank, but was unable to restore engine power. The aircraft was turned back to the Hayward airport and it collided with a dirt berm just short of runway 28L. FAA airworthiness inspectors examined the aircraft and found that the right fuel tank was about one half full and the left fuel tank contained less than one gallon of fuel. Fuel system continuity was established, with no tank or line disruptions. The nose of theaircraft was then raised and the nose gear braced in the down position. The damaged propeller was replaced with a serviceable one and the aircraft battery reconnected. The FAA inspector stated that he then turned the fuel selector to the right tank, energized the boost pump to obtain fuel pressure and started the engine. He reported that the engine started after four revolutions of the propeller. Due to the uncertain nature of the nose gear bracing, the engine was run at moderate power settings, with all engine gages reading in normal ranges. The aircraft type data sheet states that the aircraft has 3 gallons of unusable fuel in each tank. In either his written or oral statements, the pilot did not indicate how he quantified the fuel in each tank prior to departure. THE PILOT SAID HE TOOK OFF ON THE RIGHT FUEL TANK AND SWITCHED TO THE LEFT TANK AFTER LEVELING OFF AT 3,000 FEET. THE ENGINE QUIT JUST AFTER THE FUEL SELECTOR WAS TURNED. THE PILOT REPORTED THAT HE TURNED BACK TOWARD THE AIRPORT, SWITCHED FUEL TANKS AND ATTEMPTED TO RESTART THE ENGINE; HOWEVER, HE WAS UNABLE TO RESTORE POWER. THE AIRCRAFT COLLIDED WITH A DIRT BERM SHORT OF THE RUNWAY DURING THE ATTEMPTED POWER OFF FORCED LANDING. FAA AIRWORTHINESS INSPECTORS EXAMINED THE AIRCRAFT AND FOUND THAT THE RIGHT FUEL TANK WAS ABOUT HALF FULL AND THE LEFT TANK CONTAINED LESS THAN ONE GALLON. AFTER JACKING UP THE NOSE AND REPLACING THE PROPELLER, THE INSPECTOR RECONNECTED THE AIRCRAFT BATTERY, TURNED THE FUEL SELECTOR TO THE RIGHT TANK, AND STARTED THE ENGINE. DURING THE ENGINE RUN, ALL POWER PLANT GAUGES WERE READING IN NORMAL RANGES. FUEL SYSTEM CONTINUITY WAS ESTABLISHED THROUGHOUT THE AIRCRAFT. THE PILOT DID NOT SPECIFY HOW HE QUANTIFIED THE FUEL IN EACH TANK PRIOR TO DEPARTURE. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12