On October 23, 2013, about 1040 mountain standard time, a Piper PA-23-150 Apache D, N3162P, was substantially damaged when it impacted terrain following a loss of aircraft control on takeoff at Tucson International Airport, Tucson, Arizona. The private pilot, the sole occupant on board, was seriously injured. The airplane was being operated by the owner under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the personal local flight, which was originating at the time of the accident. A flight plan had not been filed. The pilot purchased the airplane, after a mechanic performed an annual inspection, on February 22, 2013, in New Smyrna Beach, Florida. Because he did not have a multi-engine rating, he had a flight instructor fly with him on the trip from New Smyrna Beach to Tucson. He did not fly the airplane again until the day of the accident. The pilot told a Federal Aviation Administration (FAA) inspector that shortly after liftoff from runway 11R, crosswinds were blowing the airplane to the left. He said the airplane lost altitude and rolled left impacting terrain with the wings near 90 degrees of bank. The airplane completely cartwheeled before coming to rest upright. The airplane's nose, both wings, and the empennage were bent and wrinkled. In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge, the pilot reported that after takeoff, the nose of the airplane started turning left, and he "misinterpreted this as being an effect of the wind." He further reported that he realized after the accident that the uncontrollable turn to the left was due to the left engine losing power. A witness, who was an airport operations officer with the Tucson Airport Authority, reported that he observed the airplane's takeoff, and he heard one of the airplane's engines "misfiring." The airplane "drifted" to the left, rolled into a steep left bank, and impacted the ground. Postaccident examination of the airplane by the FAA inspector revealed that both propeller controls were full forward, the mixture controls were full rich, and the throttles were full aft. Both fuel selectors were in the off position. Later it was determined that Tucson Airport firefighters had moved the throttles from full forward to full aft and placed both fuel selectors in the off position. The landing gear was down, and the flaps were up. Both electric fuel pump switches were in the off position. The FAA inspector found no fuel in the left fuel strainer and carburetor; the right fuel strainer and carburetor both contained fuel. He visually examined fuel taken from both the left and right wing fuel tanks and found the fuel to be "clear and bright" with no evidence of contamination. On November 27, 2013, an NTSB investigator examined the left engine's fuel system at the facilities of Air Transport in Phoenix, Arizona. All fuel lines throughout the left wing were found intact and tight at their fittings. All lines were disconnected at their fittings, examined, and found to be free of obstructions. The left fuel selector and left fuel selector valve were examined, and no anomalies were noted. The fuel strainer screen, the carburetor finger screen, and the left main and left auxiliary fuel tank finger screens were found to be free of obstruction. Power was applied to the left electric fuel pump, and it produced a repetitive clicking sound, consistent with normal operation. On December 11, 2013, an NTSB investigator disassembled the left engine-driven fuel pump and found the pump's rubber diaphragm to be brittle and cracked in several locations. The Apache Owner's Handbook listed "electric fuel pumps on" as a step in the before takeoff checklist. Additionally, a placard attached to the right side of the airplane's instrument panel provided a takeoff checklist that included "elec. fuel pumps on" as one of the items to be completed. The Apache Owner's Handbook described the emergency procedure for an engine failure, indicating that yaw in the direction of the dead engine should be corrected with the rudder; the propeller on the dead engine should be feathered; and the dead engine wing should be held up about 3 degrees higher than level to help counteract the airplane's tendency to turn in that direction.