Accident Overview
On June 29, 2018, about 1603 eastern daylight time, a Piper PA-32-300, registration N8440F, was substantially damaged during a forced landing near Salisbury, North Carolina. The private pilot and two passengers were not injured. The flight was conducted as a personal flight under Title 14 Code of Federal Regulations Part 91.
Flight Narrative
The pilot and passengers departed New York earlier that morning for North Carolina. During an intermediate stop, the pilot refueled the airplane with 24 gallons of fuel, completed a preflight inspection, and performed an engine run-up—all revealing no anomalies. Shortly after departure, the pilot returned to the airport to inspect the left-wing fuel cap. After confirming the cap was secured, he departed again and climbed to a cruise altitude of 6,500 ft mean sea level (msl). About two hours into the flight, the engine slowed to 1,500 rpm and, 15 seconds later, lost total power. The pilot activated the fuel pump, applied full rich mixture, and checked both magnetos but could not restart the engine. He declared an emergency with air traffic control, who advised him of an airport about 7 nautical miles away. The pilot landed on the grass between a runway and taxiway, as the runway was under construction. During landing, the right main landing gear impacted first, and the airplane jerked to the right before coming to rest.
Damage and Examination
A Federal Aviation Administration (FAA) inspector found substantial damage to the engine firewall and left wing. Both main and auxiliary fuel tanks were drained before the inspector's arrival. First responders reported draining a total of 55 gallons of fuel from the airplane and estimated about 25 gallons spilled on the ground. The engine cowlings were intact and attached; both propeller blades were bent; the nose landing gear was crushed and folded aft. Engine controls were continuous from cockpit to engine. The fuel tanks were intact. The fuel gascolator bowl contained a trace amount of 100 low lead aviation fuel, and the screen showed no contaminants. Fuel lines downstream of the electric fuel pump displayed no liquid; upstream lines had been cut by recovery personnel. The fuel selector valve moved normally and was found in the left tank detent.
Engine and Fuel System Analysis
The airplane was equipped with an engine monitoring system that captured fuel flow, engine rpm, exhaust gas temperature (EGT), and cylinder head temperature (CHT). Data showed EGTs dropping from about 1,500°F to 300°F around 1559:10, with erratic fuel flow. Engine rpm decreased from 2,400 to about 1,600 at 1559:30, then to 1,300, and finally to idle power at 1603:35. The fuel flow transducer manufacturer noted that erratic indications could result from air intake, radio frequency interference, or poor connection. Maintenance logbooks showed the most recent annual inspection was on September 16, 2017, at 3,661 hours total time in service, about 81 flight hours prior. The engine had 1,660 hours since its most recent overhaul.
Fuel Management and Pilot Actions
The airplane had two main fuel tanks (total 50 gallons) and two auxiliary tip tanks (total 84 gallons). The Pilot's Operating Handbook recommended alternating fuel tanks to maintain lateral trim. The pilot reported using reminders on his watch and Garmin GPS to switch tanks every 15 minutes. Based on his reported procedure of changing tanks every 30 minutes, calculations showed about 11 gallons in the right main and 8 in the left main at the time of power loss. However, if the pilot omitted switching to the right tank only once, the left main would have been nearly empty. The fuel selector was found in the left tank position. Mechanical continuity was established; the engine started normally and ran at various power settings during a post-accident test run, with all indications normal.