On December 20, 2019, about 1940 eastern standard time, a Piper PA-32-260, N4726S, was substantially damaged when it was involved in an accident near Florida, Massachusetts. The private pilot and one passenger sustained minor injuries; one passenger had serious injuries. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.
The flight originated at Long Island MacArthur Airport (ISP), Islip, New York and was destined for Rutland–- Southern Vermont Regional Airport (RUT), Rutland, Vermont. According to the pilot, his preflight inspection of the airplane was normal, and all fuel tanks were full. Following an uneventful departure from ISP, the airplane was in cruise flight at 6,500 feet, about 1.5 hours after takeoff when the engine had a “major decrease in power, if not all power.” He attempted a restart, which was unsuccessful. He reported the problem to air traffic control and was provided information to the closest airport; however, he determined that he could not make the airport and prepared for a forced landing in mountainous terrain. The airplane collided with trees and came to rest in remote, forested terrain.
Inspectors with the Federal Aviation Administration (FAA) responded to the accident site and examined the wreckage. The airplane came to rest in a nose low attitude, resting against hardwood trees. There was structural damage to the fuselage, empennage, and wings. The wings were partially separated from the fuselage. There was no fire.
The airplane was configured with an 84-gallon fuel system. The system consisted of a main and auxiliary tank in each wing. The main tanks held 25 gallons each. All four tanks were damaged, and fuel staining was observed on the snow around the main wreckage. The FAA inspectors reported that the cockpit fuel selector was found in the right main tank position. The right main tank was punctured; however, there was no fuel found below the puncture hole. Otherwise, the tank was not breached. The fuel lines were examined; the line from the engine firewall to the fuel pump was absent of fuel. The line from the fuel pump to the carburetor was also absent of fuel.
The engine was examined at a salvage storage facility after the accident. The number 1 cylinder exhibited impact damage; the head and pushrods were broken off. The lower spark plugs were removed; all plugs exhibited light wear and normal color. The number 3 plug was corroded due to being removed at the accident site and not reinstalled. The engine’s crankshaft was turned through manually; compression and suction were confirmed on all cylinders expect number 1 due to impact damage. Internal continuity of the engine was confirmed. Both magnetos produced spark to all leads when rotated. The mechanical fuel pump and carburetor appeared normal except for impact damage to the carburetor.
The accident fight was about 1.5 hr in duration. According to the PA-32-260 Pilot’s Operating Handbook, the estimated fuel burn at normal (75%) power was 14 gal/hr. The fuel consumed would have been about 21 gallons, not including extra fuel needed for engine start, taxi, magneto checks, takeoff, and climb power settings.