Pilot Debrief

PIPER PA-32-260 near Cumberland, RI — 2008-09-01

Final reportNYC08LA299
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Date
2008-09-01
Location
Cumberland, RI, USA
Aircraft
PIPER PA-32-260
Registration
N5529J
Category
Airplane
Highest injury
None
Fatalities
0
Phase of flight
Cruise

Probable cause

The pilot's improper fuel management practices, which resulted in fuel starvation and a complete power loss. Contributing to the accident was the pilot's misdiagnosis of the situation, and his cessation of trouble-shooting to positively identify and correct the underlying problem.

Contributing factors

Contributing to the accident was the pilot's misdiagnosis of the situation, and his cessation of trouble-shooting to positively identify and correct the underlying problem.

NTSB narrative

The owner/pilot departed in the single-engine airplane for the personal cross-country flight. He climbed to and set the power for a cruise altitude of 7,500 feet, and noted that his digital engine monitor indicated an engine speed of 2,300 rpm. Shortly thereafter, without any unusual noises or vibration, the engine speed decreased to 1,100 rpm, the manifold pressure appeared unchanged, and the airplane started to descend. The pilot exercised the propeller control to increase the rpm, but there was no response to his inputs. He declared an emergency, and attempted to divert to a nearby airport, but then elected to perform an off-airport landing in a field. During the rollout, the airplane struck bushes and trees that bordered the field. The pilot received minor injuries, and there was no fuel spill. Post-accident examination of the airplane revealed that the two inboard fuel tanks were full, the right outboard contained several gallons, and the left outboard tank contained only trace amounts of fuel. The fuel selector valve was reset to one of the main tanks; the engine started readily, and ran normally. Engine monitor data showed that during the flight, combustion had ceased, but the propeller continued to windmill during the 6 minutes of the descent. The pilot did not recognize the power loss, and misdiagnosed it as a propeller problem, and did not continue his trouble-shooting to positively identify and correct the underlying problem. In addition, the pilot's fuel management procedures were not in compliance with the procedures specified in the airplane manufacturer's operating manual. It stated that, "...If time permits," the pilot should manipulate the throttle and fuel selector in a continued attempt to restore engine power. Below that, a note stated "...If engine power was caused by fuel exhaustion, power will not be regained after tanks are switched until empty fuel lines are filled, which may require up to ten seconds...."

Analysis

Primary failure mode
Fuel management
First missed decision gate
Pilot did not switch fuel tanks after engine rpm loss.

NTSB coding

Evidence available

  • FDR / data
  • Photos
  • 13 docket documents
View NTSB final reportView NTSB docket

Docket documents13

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