History of Flight
On September 1, 2008, about 0830 eastern daylight time, a Piper PA-32-260, registration N5529J, was substantially damaged during a forced landing in a field near Cumberland, Rhode Island. The pilot/owner was uninjured. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot added a quart of oil to the engine before departing Theodore Francis Green State Airport (PVD), Providence, Rhode Island, around 0750, intending to fly to Mount Washington Regional Airport (HIE), Whitefield, New Hampshire. He contacted Boston air traffic control (ATC) for flight following and climbed to 7,500 feet above mean sea level (msl). The pilot leaned the mixture, and the digital engine monitor indicated 2,300 rpm.
Just outside Boston Class B airspace, engine rpm decreased to about 1,100, and the airplane slowed and descended. The pilot did not hear unusual noises or feel vibrations. Exercising the propeller control did not increase rpm. Manifold pressure was approximately 22 1/2 inches.
After radioing Boston ATC without initial response, the pilot declared an emergency. Boston ATC advised of the two closest airports. The pilot chose North Central State Airport (SFZ), Pawtucket, Rhode Island, behind his position. He turned south, acquired the airport visually, and attempted best glide speed. Boston ATC requested switching to Providence ATC, which the pilot did.
At about 2,800 feet msl, the pilot realized he would not reach SFZ. He spotted a field to the east and headed for it. At about 2,500 feet msl, he switched the fuel selector to OFF and shut off electrical systems. From about 2,200 feet msl, he slipped the airplane in a steep descent. Touchdown was described as "fine," but during rollout the airplane struck bushes and trees bordering the field. No fuel spill or fire occurred.
Personnel Information
FAA records show the pilot held a private pilot certificate with an airplane single-engine land rating. On his most recent FAA third-class medical application (January 2008), he reported 550 total hours. His last flight review was in April 2007. Examination of his logbook indicated about 255 total hours, including about 62 hours in the accident airplane make and model. In later communications, the pilot stated his records showed 580 total hours, including about 385 hours in the accident airplane.
Aircraft Information
The airplane, manufactured in 1968, was a low-wing monoplane with fixed tricycle landing gear, a Lycoming O-540 series engine, and a constant-speed propeller. It was registered to the pilot in June 2005. The most recent annual inspection was completed in January 2008 at 4,952.2 total hours.
Meteorological Information
The 0835 surface observation at SFZ, about 5 miles from the accident, reported wind from 320 degrees at 8 knots, visibility 10 miles, clear skies, temperature 18°C, dew point 11°C, and altimeter 30.14 inches of mercury.
Wreckage and Impact Information
The airplane landed in a grassy field about 5 1/2 miles northeast of SFZ. According to the FAA inspector, none of the vegetation showed cuts consistent with a rotating propeller. The right wing inboard leading edge had minor damage; the left wing outboard section sustained significant damage, with the wing rotated about 5 degrees horizontally, displacing the tip aft. No fuel tanks or lines were breached. The two inboard tanks were full, the right outboard tank was more than half full, and the left outboard tank contained only trace amounts. The fuel selector was found in the OFF position. Only about 1 1/2 ounces of fuel were drained from the carburetor bowl.
Additional Information
The airplane had four fuel tanks: each wing had a 25-gallon main tank and a 17-gallon tip tank, each with a cockpit gauge. The fuel selector allowed selection of one tank or OFF. The Owner's Handbook (OH) recommended takeoff on the tank with highest fuel, and alternating tanks during cruise. The engine data monitor (JPI EDM-800) recorded engine parameters. Data showed normal cruise until about 30 minutes into flight, then rpm began decreasing at EDM time 1330:10, dropping to about 1,200 one minute later, with EGT decreasing about 1,000°F and CHT decreasing 150°F over three minutes. MP did not change appreciably initially.
The OH emergency procedures for engine power loss included switching fuel tanks and turning on the electric fuel pump. After the accident, the engine started readily and ran normally when the fuel selector was set to a main tank. The carburetor was drained again, yielding about 9–10 ounces of fuel.
The pilot stated that during preflight, the main tanks were full and each tip tank had about 3–4 gallons, totaling about 56–58 gallons. He believed he took off on the right main tank and did not switch tanks during the flight. He did not manipulate the throttle or fuel selector immediately after the rpm loss. The pilot noted that he wore a noise-cancelling headset and did not notice any change in engine sound. Several weeks later, he concluded he might have been "too calm" and "abandoned problem solving" too soon.