N67868

On December 18, 1997, about 1215 eastern standard time, a Consolidated Vultee BT-13A, N67868, was substantially damaged during a forced landing and collision with trees after departure from the Waterbury-Oxford Airport, Oxford, Connecticut. The certificated fight instructor and private pilot/owner received minor injuries. Visual meteorological conditions prevailed for the dual instructional flight. No flight plan had been filed for the flight conducted under 14 CFR Part 91.

According to the NTSB Pilot/Operator Aircraft Accident Report:

"Engine stopped on takeoff."

Additionally, the pilot reported that there was 30 gallons of fuel onboard at the takeoff.

A witness reported:

"The aircraft landed on Runway 36 and turned to a 45 degree angle at taxiway C. Then the aircraft came to a complete stop. After that the aircraft powered up again, turned back onto Runway 36, and took off. The BT-13 climbed at about 50 degrees with a hint of black smoke trailing. At approximately 125 feet, the aircraft did an immediate left down turn an dove into the trees beyond the horizon."

According to an inspector from the Federal Aviation Administration (FAA), the airplane came to rest about 100 feet from the departure end of runway 36, in a wooded area, with both wings separated from the fuselage. The fuselage was wrinkled forward of the cockpit, and the propeller blades were bent. Both main landing gear wheels were broken off.

The FAA inspector also reported that there was no fuel odor and none was observed in the creek or on the fuel dam under each wing. There was very little stain on the snow under the right wing break and at the break in the fuel lines. The fuel gauge for the right tank showed zero fuel level. The fuel gauge for the left wing showed 8 gallons. Fuel was found in the carburetor.

When the wings were removed from the area, no fuel was found in the right wing and 17 gallons was drained from the left wing.

The pilots told the FAA inspector that the fuel selector was on the left tank at the time of the accident. The FAA inspector reported that emergency personnel had moved the fuel selector prior to their arrival. The pre-accident position of the fuel selector was not confirmed. In a follow-up interview, the flight instructor reported that they were not climbing at an excessive angle and following the power loss, the entry into the trees was under control.

In a follow-up interview, the witness restated the pitch attitude of the airplane was about 50 degrees nose up. He also reported that he could see the tops of both wings clearly.