Background
On December 24, 2012, about 1435 eastern standard time, a Piper PA-31-350, registration N78WM, was substantially damaged when it collided with terrain during a forced landing after experiencing a loss of power in both engines near Leesburg, Florida. The private pilot was fatally injured, and the pilot-rated passenger was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under 14 CFR Part 91. The flight departed Eagles Nest Aerodrome (FD44), Crescent City, Florida, at 1405 and was destined for Leesburg International Airport (LEE).
Accident Sequence
According to the pilot-rated passenger (the pilot's wife), the pilot completed the preflight inspection and prepared for departure while she was shopping. After boarding, she noticed low fuel quantities on the gauges shortly after takeoff—the left gauge slightly above 1/4 and the right slightly below 1/4. The pilot downplayed the discrepancy. About 10 minutes later, approximately 6 miles north of LEE, the right engine began to surge. The pilot switched the right fuel selector from the inboard to the outboard tank and contacted LEE tower, requesting landing and reporting low fuel. Soon after, the left engine surged, and he switched that selector as well. During descent, both engines operated intermittently. The pilot advised ATC the airplane was "going down" and extended the landing gear. The airplane struck trees short of the intended landing area.
ATC communications revealed the pilot initially reported "bingo fuel" at about 12 nautical miles north of LEE. Later, at about 6 nautical miles, he reported one fuel tank empty and attempted to continue on one engine. Shortly after, he declared they were out of fuel and "going in." No further transmissions were received.
Aircraft Information
The twin-engine, low-wing, retractable-gear airplane was manufactured in 1978, powered by two Lycoming TIO-540, 350-hp engines. Its most recent annual inspection was completed on September 9, 2011, at 4,895 total hours. At the accident, total time was 4,912 hours. The passenger stated the pilot serviced the airplane with fuel before flying from Gatlinburg Pigeon-Forge Airport (GKT) to FD44. Fueling records from GKT showed that on October 19, 2012, the inboard fuel tanks were filled to capacity with 32 gallons of aviation gasoline.
Personnel Information
The 53-year-old private pilot held ratings including airplane multi-engine land. Logs documented about 3,000 hours total flight experience, with 1,400 in multi-engine land and 500 in multi-engine seaplanes. Medical records indicated a history of medical issues including chronic obstructive pulmonary disease, and he had been issued a special issuance medical certificate expiring May 31, 2012, with no subsequent examination.
Meteorological Information
At 1453, LEE reported wind from 220° at 11 knots gusting 16 knots, 10 statute miles visibility, clear skies below 12,000 feet, temperature 21°C, dew point 9°C, and altimeter 30.00 inches of mercury.
Wreckage and Impact
Initial impact was with a tree with broken limbs, and wreckage extended on a heading of 135° magnetic. A ground scar 6 feet wide and 100 feet long began about 50 feet from the initial impact point. The fuselage came to rest upright, oriented roughly 350° magnetic. First responders reported no fuel or fuel odor, and all fuel tanks appeared empty. Control continuity was confirmed. Stabilator trim was slightly nose-up. Flaps were retracted, and landing gear was extended. Trace amounts of fuel were found in two of six fuel tanks and in fuel strainer bowls; the fuel was consistent with 100 low-lead aviation gasoline and absent of debris or water. Fuel filler caps were intact. Fuel quantity float sensors were recovered for testing.
Both engines had continuity and thumb compression. Spark plugs showed normal wear. Propellers had non-torsional crush damage and blades were bent aft with spanwise and chordwise scraping.
Medical and Pathological Information
An autopsy found the cause of death as multiple blunt force injuries. Significant natural disease included an enlarged heart (750 grams), severe coronary atherosclerosis (greater than 95% narrowing of the left anterior descending artery), and pulmonary disease. Toxicological tests identified multiple medications including blood pressure medications, gabapentin (with CNS depression warning), diclofenac, oxymetolazine, and oxycodone (a schedule II narcotic with warning about impaired ability for hazardous tasks). Additionally, marijuana and its metabolites were detected in liver, lung, and heart blood.
Tests and Research
Functional testing of fuel senders revealed that several exceeded published resistance tolerances. The left inboard sender had 0.38 ohms at empty (spec 0.0-0.5) and 59 ohms at full (spec 48-52). The right inboard sender had 0.9 ohms at empty and 40.5 ohms at full. Outboard senders also showed deviations: left outboard 1.2 ohms at empty (spec 0.0-0.5) and 45 ohms at full (spec 38-42); right outboard 60.3 ohms at empty and 69 ohms at full. The service manual noted that if tolerances cannot be maintained, the sender must be replaced.
GPS data recorded the entire flight, showing departure at 1415 and climb to 3,200 feet. At 1429:50, when the pilot first expressed concern about fuel, the airplane was 13 nautical miles north of LEE, with a paved runway at Woods and Lakes Airpark (FA38) 6 nautical miles northwest (no fuel services). The airplane descended, and GPS data ceased at 1435:38 about 1,100 feet northwest of the accident site, about 2 nautical miles north of LEE.