Accident Overview
On August 10, 2010, at 0155 eastern daylight time, a Piper PA-44-180, registration N730FT, operated by Orlando Flight Academy doing business as Space Coast Aviation, was substantially damaged when it collided with terrain while maneuvering for landing at Heart of Georgia Regional Airport (EZM), Eastman, Georgia. Night visual meteorological conditions prevailed, and no flight plan was filed. The 14 Code of Federal Regulations Part 91 instructional flight originated from St. Augustine Airport (SGJ), St. Augustine, Florida, about 0000. The certificated flight instructor (CFI), private pilot receiving instruction, and pilot-rated passenger reported minor injuries.
Flight and Emergency Sequence
According to the student pilot, during final approach to runway 2, the precision approach path indicator (PAPI) showed the airplane was low. He added power, lowered the landing gear, and added a notch of flaps. Approximately four miles from the airport, the PAPI again indicated a low glide path. As he added power, the left engine failed. The pilot initiated the engine failure emergency checklist. The right engine began losing power, and the CFI took control. The pilot verified fuel pumps were on and the fuel selector was in the "ON" position, but did not turn it off after the accident.
The CFI reported that the fuel tanks were filled to within an inch of the filler neck before departure. The flight climbed uneventfully to a cruising altitude of 6,500 feet mean sea level (msl). During a powered descent through 3,000 feet msl, the mixture was set to full rich and fuel pumps selected on. The CFI noticed the pilot performing the engine failure checklist and immediately assumed control. He attempted an engine restart, which was unsuccessful. The airplane struck several trees and came to rest inverted at the edge of a swamp. After impact, the CFI instructed the student to secure the airplane and verify the fuel was off.
Pilot Information
The CFI, age 27, held a commercial pilot and flight instructor certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. His most recent FAA first-class medical certificate was issued October 22, 2007. He reported 968 total flight hours, including 90 hours multiengine, with 35 hours in the accident make and model.
The student pilot, age 23, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA first-class medical was issued November 9, 2009. He reported 230 total flight hours, with 9 hours in the accident make and model.
Aircraft Information
The airplane, manufactured in 1978, was a four-seat, low-wing design with retractable landing gear. It was powered by a Lycoming LO-360-E1AED 180-horsepower engine on the right side and an O-360-E1AED 180-horsepower engine on the left. The most recent 100-hour inspection was conducted August 3, 2010. At the time of the accident, the airplane had 6,742 total hours in service. Both engines had been inspected 31 flight hours prior; the left engine had 1,631 total hours since overhaul, and the right engine had 2,605 hours since overhaul.
Post-Accident Examination
Examination at a salvage facility near Griffin, Georgia, on August 13, 2010, involved representatives from the airframe and engine manufacturers and the FAA. Flight control continuity was confirmed to all surfaces. Fuel selector valves were found in the "OFF" position. The engine gas temperature (EGT) gauge was placarded inoperative. Both engines were rotated by hand with compression verified on all cylinders; both magnetos produced spark at all leads. Spark plugs were normal in appearance, with right engine plugs lighter in color than left. Approximately 1 to 2 ounces of blue fluid consistent with 100LL aviation fuel was found in both carburetors. Engine-driven and electrical fuel pumps tested normally.
Fuel Selector Simulation
According to a signed statement from the flight school's assistant chief flight instructor, the rear-seat passenger/observer was placed in a similar PA-44 and asked to replicate her seating position from the accident flight. She could not recall exact foot placement but reported having just awoken before the dual engine failure. In a simulation with her legs extended forward between the front seats and wearing the same shoes, she inadvertently turned both fuel selectors off without purposeful effort.
The PA-44-180 Pilot Operating Handbook specifies that during engine securing and air start procedures, the fuel selector should be in the "ON" position.