On November 16, 2003, at 2015 Pacific standard time, a Beech A36TC, N52AM, lost engine power during a touch-and-go takeoff from the Visalia Municipal Airport (VIS), Visalia, California, and collided with obstacles The pilot was operating the airplane, which was registered to a private company of the pilot's, under the provisions of 14 CFR Part 91. The commercial pilot sustained minor injuries; the airplane sustained substantial damage. The flight departed the Santa Maria Airport (SMX), Santa Maria, California, about 1930, for the cross-country personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed. The Federal Aviation Administration (FAA) coordinator reported that the pilot was doing touch-and-go takeoffs and landings at Visalia. After takeoff, the pilot retracted the gear and the engine sputtered and quit. The mixture, throttle, and propeller were all in the full forward position. The airplane then touched down hard on the runway, and a wing separated after colliding with runway approach lights. The pilot heard a clicking sound coming from the engine compartment while the master switch was on. At the accident scene, the inspector found 1/4-tank of fuel in the left main tank; the right main fuel tank was breached. Although he could not visually verify the fuel in the tip tanks, he could hear "sloshing" when the right tip tank was moved. He could not hear "sloshing" in the left tip tank. The fuel selector was positioned to the left main tank. The pilot's certified flight instructor (CFI) was interviewed by the National Transportation Safety Board investigator-in-charge. The CFI stated that he departed Visalia alone around 0800 the morning of the accident with full fuel tanks. He flew to Paso Robles where he picked up the owner. They then flew to Merced, where the owner was dropped off to pick up his vehicle. The CFI then flew the airplane back to Visalia. Total time of the flight was 2.3 hours. That night, the owner returned to Visalia with his vehicle and then flew alone to Santa Maria. He then flew back to Visalia and upon landing, he decided to do a go-around. During the go-around the engine lost power. The day prior, the owner and CFI were flying the airplane and it was noted that one of the tip tanks was not feeding fuel to the engine properly. The CFI could not remember which one. When one of the tip tanks was used, the engine lost power. The CFI did not use the tip tanks the day of the accident, nor did he feel that the owner would. In a phone conversation on March 22, 2004, the owner reported that the airplane was fueled by the CFI, prior to the departure from Visalia. The owner did not refuel the airplane again that day. He further reported that the flight from Visalia to Santa Maria, then back to Visalia, was about 2 hours duration. During the flights, the owner flew at altitudes 8,000 feet mean sea level (msl) and below. During cruise flight, he would routinely lean the mixture and use the tip tanks. The pilot calculated his fuel burn rate using a fuel burn of 20 gallons per hour. According to the airplane manufacturer, the airplane holds 80 gallons of fuel, 74 gallons are usable. Tip tanks were installed on the airplane on October 27, 1987 under a Major Alteration and Repair, FAA Form 337. Each tank held 20 gallons of fuel. The recommended cruise power performance chart for the airplane indicates a fuel burn rate of approximately 15 gallons per hour. Using this fuel burn rate, 64.5 gallons of fuel would have been used during the flight. This calculation does not include the additional fuel required during the takeoff climbs. The accident occurred during the sixth takeoff. A post accident examination of the engine and the fuel system components did not reveal any pre-impact malfunctions.