Narrative:

We met at the aircraft and the PIC did a very thorough preflight. All fuel strainers were checked and fuel was visually checked by both of us. There was 17 gallons in each of the main tanks. I went along to help familiarize him with class B procedures and radio work. The PIC is a qualified pilot with a recent flight review and high performance check out in this airplane performed by the aircraft owner the previous two days. I am not the aircraft owner. I was in the right seat and the PIC flew the airplane from the left. The PIC was the sole manipulator of the controls. During the run up and flight to ZZZ the aircraft performed flawlessly. We attempted to depart ZZZ on runway xxl. Shortly after rotation the engine suddenly lost all power. I declared I've got it! I took control of the airplane; pushed the nose over briskly; pushed the mixture and throttle in; and attempted a flare. We had lost too much airspeed and I was unable to arrest the high descent rate. We landed firmly and bounced back up about 15 feet; then landed again. I applied maximum braking and managed to stop about halfway into the over-run area; still on the pavement. I believe the propeller struck the ground on the first landing which was a very firm landing. After the aircraft came to a stop; I made a radio call to announce a disabled aircraft on the runway. Someone from unicom asked if we needed assistance and I replied that we needed a tow. I then shut down everything in the aircraft and exited the aircraft. The reason I took control of the aircraft was because the PIC had not pushed the nose over to maintain airspeed. This decision took a split second. From what I understand; the engine failed due to fuel starvation. Before takeoff the PIC followed all checklist items. One of those items is to take off with the fuel on the fullest tank. The PIC switched tanks to the right main tank; which as I explained earlier contained 17 gallons of fuel. The tip tanks were empty because that is the way the owner chooses to rent the aircraft. The PIC was renting the aircraft dry and would fill the main tanks to the tabs later. I watched as the PIC switched tanks. When he pulled his hand away from the fuel selector I looked carefully to confirm that he had selected the proper tank. The selector seemed to be set directly on the right main tank. I was fully aware that the right tip tank was empty and felt very comfortable that the selector was showing the proper tank. A day or so after the incident I was able to get a close look at the aircraft. It seems the fuel selector could be in the detent for the right tip tank but show that it is directly on the right main tank. I believe this is what may have happened. The PIC must have moved the selector over two detents without realizing it. It is hard to move at all in the first place. I don't think it should be acceptable for the indicator to have that much 'slop' (for lack of any better word) in it. Maybe there needs to be some retrofit to insure a clearer indication. This may have happened when switching tanks at altitude also. I'm not sure if this is a problem for all PA28-235's or if this one in particular just had more 'slop' than most. Maybe there needs to be a way to stabilize the selector itself. I have heard that some pilots will go against the checklist and takeoff on the tank with less fuel. Maybe that is the answer. That does not change the fact that the selector may read the wrong tank at altitude also. Therefor I think the selector needs to be addressed to some degree. Even if there is fuel in that tip tank; it will eventually run dry because we didn't think that tank was selected. That could happen on short final after switching tanks for landing. Back to the selector again. These are the only ideas I have for a solution.

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Original NASA ASRS Text

Title: PA28 instructor experiences engine failure shortly after takeoff while acting as observer. Reporter assumes control of aircraft and hard landing ensues causing aircraft damage.

Narrative: We met at the aircraft and the PIC did a very thorough preflight. All fuel strainers were checked and fuel was visually checked by both of us. There was 17 gallons in each of the main tanks. I went along to help familiarize him with Class B procedures and radio work. The PIC is a qualified pilot with a recent flight review and high performance check out in this airplane performed by the aircraft owner the previous two days. I am not the aircraft owner. I was in the right seat and the PIC flew the airplane from the left. The PIC was the sole manipulator of the controls. During the run up and flight to ZZZ the aircraft performed flawlessly. We attempted to depart ZZZ on runway XXL. Shortly after rotation the engine suddenly lost all power. I declared I've got it! I took control of the airplane; pushed the nose over briskly; pushed the mixture and throttle in; and attempted a flare. We had lost too much airspeed and I was unable to arrest the high descent rate. We landed firmly and bounced back up about 15 feet; then landed again. I applied maximum braking and managed to stop about halfway into the over-run area; still on the pavement. I believe the propeller struck the ground on the first landing which was a very firm landing. After the aircraft came to a stop; I made a radio call to announce a disabled aircraft on the runway. Someone from Unicom asked if we needed assistance and I replied that we needed a tow. I then shut down everything in the aircraft and exited the aircraft. The reason I took control of the aircraft was because the PIC had not pushed the nose over to maintain airspeed. This decision took a split second. From what I understand; the engine failed due to fuel starvation. Before takeoff the PIC followed all checklist items. One of those items is to take off with the fuel on the fullest tank. The PIC switched tanks to the right main tank; which as I explained earlier contained 17 gallons of fuel. The tip tanks were empty because that is the way the owner chooses to rent the aircraft. The PIC was renting the aircraft dry and would fill the main tanks to the tabs later. I watched as the PIC switched tanks. When he pulled his hand away from the fuel selector I looked carefully to confirm that he had selected the proper tank. The selector seemed to be set directly on the right main tank. I was fully aware that the right tip tank was empty and felt very comfortable that the selector was showing the proper tank. A day or so after the incident I was able to get a close look at the aircraft. It seems the fuel selector could be in the detent for the right tip tank but show that it is directly on the right main tank. I believe this is what may have happened. The PIC must have moved the selector over two detents without realizing it. It is hard to move at all in the first place. I don't think it should be acceptable for the indicator to have that much 'slop' (for lack of any better word) in it. Maybe there needs to be some retrofit to insure a clearer indication. This may have happened when switching tanks at altitude also. I'm not sure if this is a problem for all PA28-235's or if this one in particular just had more 'slop' than most. Maybe there needs to be a way to stabilize the selector itself. I have heard that some pilots will go against the checklist and takeoff on the tank with less fuel. Maybe that is the answer. That does not change the fact that the selector may read the wrong tank at altitude also. Therefor I think the selector needs to be addressed to some degree. Even if there is fuel in that tip tank; it will eventually run dry because we didn't think that tank was selected. That could happen on short final after switching tanks for landing. Back to the selector again. These are the only ideas I have for a solution.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.