History of Flight
On January 27, 2019, at 1514 central daylight time, a Piper PA-32RT-300T airplane, N39650, experienced a partial loss of engine power while en route from Austin Executive Airport (EDC) to Taylor Municipal Airport (T74). The pilot performed an off-field landing on a road near Pfugerville, Texas, during which the aircraft struck a parked car. The right wing separated from the fuselage and the airplane came to rest inverted. The pilot sustained minor injuries and the airplane was substantially damaged. The flight was conducted under Part 91 personal operation in day visual meteorological conditions without a flight plan.
The pilot reported starting the day with 40 gallons of fuel and had logged 1.3 flight hours earlier, consisting of flights from T74 to EDC and from EDC to Lakeway Airpark (3R9). No logbook entry was made for a subsequent flight from 3R9 back to EDC or for the accident flight. Shortly after departing EDC, the engine began running rough. The pilot moved the fuel selector handle between left and right tank positions, turned on the electric fuel pump, and advanced the mixture to full rich, but the roughness persisted. Unable to return to EDC, the pilot executed the forced landing.
Flight track data from FlightAware recorded the airplane's movements from 1355 to 1514 on the accident day, showing operations between EDC and 3R9.
An engine data monitor (JPI EDM 700) installed in the airplane recorded five data sessions on January 27, including the accident flight. Data from the accident flight indicated a consistent decrease in cylinder head temperatures during the final three minutes, while exhaust gas temperatures showed alternating decreases and increases.
Aircraft Information
The airplane, a Piper PA-32RT-300T, had a total fuel capacity of 98 gallons, with 47 usable gallons in each wing tank (each wing having two interconnected tanks). The aircraft was registered to Stew Industries, LLC.
Wreckage and Impact Information
The wreckage was initially moved to EDC and later relocated to a secure facility in Lancaster, Texas. Recovery personnel drained 9 gallons of fuel (consistent with aviation fuel) from the left wing before its removal from the fuselage.
Examination at the accident scene by Federal Aviation Administration inspectors revealed that the inboard right wing tank contained no fuel, and the right fuel cap was secure. The right tank fuel lines were compromised where the wing had separated, and the outboard right tank was ruptured due to leading edge impact. No fuel leakage from the right wing tanks was evident at the scene, and no fuel was found in those tanks by recovery personnel. The fuel selector handle was observed in a position approximately 1 to 2 inches past center toward the right tank position.
Post-Accident Examination
A detailed examination and engine test runs were conducted on August 13, 2019. The fuselage and engine were mounted on a trailer for testing. The fuel selector handle was found in the "LEFT" position, with intact control rods and the fuel selector valve also in the left position. Air passed through the valve in both left and right detents, and the valve rotated smoothly.
The left wing's fuel cap was secure, and no debris was observed in the fuel strainer. The right wing had leading edge impact damage; the fuel cap was not accessible. No debris was found in the right wing's fuel strainer.
The engine showed no impact damage. Oil quantity was 8 quarts. No fuel or oil leaks were observed. The three-blade Hartzell propeller exhibited blade damage including aft bending, tip curling, and abrasion.
Engine Tests and Research
Three engine runs were performed using an external fuel supply.
During the first run, the engine started and operated normally, reaching 2,650 RPM and 34 inches of manifold pressure with a fuel flow of 31 gallons per hour. The magnetos and propeller cycled correctly. The engine ran without interruption at idle and high power, verifying the engine-driven fuel pump's operability.
The second run tested the fuel selector valve. With fuel supplied to both inlets, the engine ran steadily while the selector was moved between left and right positions and through intermediate settings. When the selector was placed in the "OFF" position, the engine continued running for about 10 seconds before stopping.
The third run simulated fuel starvation. With fuel supplied only to the left inlet, the engine ran steadily until the selector was moved to intermediate positions. Moving the handle about 1/2 inch toward the right tank caused an immediate decrease in fuel flow and engine stoppage within 5 seconds. In a subsequent test with the selector set about 1 inch past center toward the right, fuel flow dropped after 8 seconds, fluctuated between 19 and 23 gph for about 25 seconds, and then ceased. Activating the electric fuel pump produced a momentary increase in fuel flow.
Additionally, several circuit breakers in the cockpit were found popped, including the fuel pump breaker, which was reset and remained set during testing.
Additional Information
The Piper PA-32RT-300T Pilot Operating Handbook advises that fuel should be used alternately from each tank at one-hour intervals, and the electric fuel pump should be turned on before switching tanks. It also states that if signs of fuel starvation occur, fuel exhaustion should be suspected and the selector should be moved to a full tank with the pump on.
The manufacturer's performance manual lists fuel planning rates ranging from 13.8 to 24 gallons per hour.