The pilot of the float-equipped deHavilland DHC 2 reported that, during the initial climb after a water takeoff, about 200 feet, he turned right, and the engine lost power.
He immediately switched fuel tanks and attempted to restart the engine, but to no avail.
The plane descended and hit trees, and the right wing hit terrain in Igiugig, Alaska. The airplane sustained substantial damage to the right wing.
The pilot reported to the FAA inspector that, during the initial climb and after the engine lost power, he noticed that the center tank, which was selected for takeoff, was empty.
He added that passengers stated the engine did regain power after switching tanks, but the airplane had already hit trees.
The pilot reported as a recommendation to more closely follow checklists.
Probable cause: The pilot’s selection of an empty fuel tank for takeoff, which resulted in fuel starvation and the subsequent total loss of engine power.
NTSB Identification: GAA18CA565
This September 2018 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Usually we perform a full seaplane run-up while taxiing our for takeoff….
I believe that most takeoffs and landing check lists tell you to always select the tank with the most fuel in it and not necessarily the tank you used for the run up!
Not familiar with the plane but have to wonder whether he selected the empty tank or it was still in the position he landed with and almost empty.
Visually check fuel tanks. Start engine and check fuel flow from each tank. Do taxi a nd run-up on a tank with verified fuel quantity.
A “students” first lesson.
Engage brain. 😮
I remember many years ago at the Sussex, NJ, air show I was watching the visiting aircraft departing at the end of the day. A TBM “Avenger”, beautifully restored in the markings of LTJG George H.W. Bush, had just broken ground with the landing gear coming up when the engine quit. The pilot’s head bobbed down in the cockpit, apparently to switch fuel tanks, or perhaps to move the selector to “on”. The engine coughed a bit, restarted, and the takeoff continued uneventfully. I have often wondered how long it took before his heart rate returned to normal!
I don’t know anything about operating off of water, so I am not sure how you do an engine run-up if you are not tied up at a dock. I was taught that you do a run-up before each take-off, using the tank that you intend to use for the take-off, and do not move the selector after that. That uses up the fuel that is in the delivery line and insures a continuous supply of fuel to the engine for the takeoff.
It never ceases to amaze how many ways folks can find to crash an airplane!
Sure that would be great to full up if every lake had a gas station. When God made the lakes he didn’t put gas pumps at all of them
Actually I thought he did well to figure out what went wrong and almost pulled it off. What did he have 10 seconds?
Hope he can get repairs and maybe Add a GUMPS check before take offs and landings.
“The pilot reported as a recommendation to more closely follow checklists.” Wrong. The recommendation is to never takeoff without fuel. Even if the goof had known one of the fuel tanks was empty, why not put fuel in it before taking off? It is the easist accident to avoid.
There are many GA airports that do not have fuel so your reply is simplistic. A real pilot would know better.
The answer is, indeed, follow your check list and select the tank with the most fuel as determined by your preflight inspection.
Real pilots do not run out of fuel. The best way to avoid running out of fuel is to keep your aircraft fueld for the flight planned. Do you need it said more simply?
WOW.! 3 fuel gauges to look at, and he picked the tank with no fuel.
Was he distracted, forgetful, or complacent…???
12,500 hrs, 5,000 hrs in type…!
Unfortunately, expectation bias is more likely to happen as experience grows.
I’d go with distracted. But I also appreciate Mr. Webb’s thinking as well.
I think that center tank was not empty and possibly read as having more fuel than it did.
Assume a land aircraft: You set to an empty tank, start up and start to taxi. If you get 200′ towards the runway before it quits I’d be surprised. BTDT. I had accidentally set to *off* and not the left tank as I had intended. No harm no foul in this case. Just embarrassed with a plane full of people.
Now to this sea plane: in this case, using the center tank, the pilot powered up, taxied to where they could go to take-off power, and then did their run and got airborne. How many gallons of fuel did it take just to taxi out to where they could start their run?