Accident Details
On August 28, 2021, about 1240 eastern daylight time, a Piper PA-32-260, registration N3862W, was substantially damaged when it was involved in an accident near Spartanburg Downtown Memorial Airport/Simpson Field (SPA), Spartanburg, South Carolina. The student pilot and flight instructor sustained minor injuries; the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
Flight History
According to the student pilot, who also owned the airplane, the aircraft was fueled the day before the accident at SPA with 12 gallons of aviation fuel, bringing the fuel level in the main tanks to the bottom of the tabs; each wingtip fuel tank contained 17 gallons. On the day of the accident, the student pilot, his spouse, and the flight instructor departed SPA and flew to Foothills Regional Airport (MRN) in Morganton, North Carolina, about 60 nautical miles away. They performed two touch-and-go landings at MRN before returning to SPA. During the return flight, several training maneuvers were performed. The student pilot estimated the flight duration at about 2 to 2.3 hours.
Loss of Engine Power
When the airplane was about 2 nautical miles from SPA, it experienced a sudden loss of engine power. According to the flight instructor, “It felt like the throttle was pulled back to idle.” The rpm decreased from about 2,300 to 1,500 rpm and the propeller continued to “windmill.”
The flight instructor took control of the airplane, which was about 800 ft above ground level and descending. They performed the emergency checklist and attempted to regain engine power but were unsuccessful.
Emergency Landing
During the subsequent forced landing, the airplane impacted trees in a residential neighborhood about 3/4 nautical-mile northeast of SPA and came to rest in a nearly vertical position. Neither pilot recalled the reading of the fuel quantity indicators or engine instrument readings during the power loss. The fuel selector was on the right tank at departure and switched to the left tank during the flight; neither pilot recalled if they switched back to the right tank later. A witness heard the flight instructor state that they may have run out of fuel. Responding fire rescue personnel found the fuel selector on the left main tank and moved it two detents to the left to the OFF position.
A residential video device partially recorded the impact. Little ambient sound was present, and no engine sound was emanating from the airplane prior to impact. The sound of the collision was heard, and a light-colored cloudy mist propagated from the top of the trees downwards; pieces of wreckage were visible as they descended. The actual impact and main wreckage were not seen.
Postaccident Examination
Postaccident examination revealed that the engine was partially separated from the impact-damaged engine mount. The propeller and spinner remained attached; both blades were bent aft 10 degrees and 45 degrees. Spark plugs displayed normal wear with no carbon or lead fouling. Engine thumb compression and suction on all cylinders were confirmed, crankshaft continuity was confirmed through a full rotation, and borescope inspection revealed no anomalies. All valves, pushrods, and springs operated normally. Both magnetos produced spark; however, the ignition harness cap for the left magneto was partially separated and retained by only one of four required attaching screws.
The carburetor remained attached and undamaged internally; about a teaspoon of water and a small amount of dirt were found in the float bowl. The fuel inlet screen was unobstructed. The engine-driven fuel pump showed no damage and air flowed freely. The electric fuel pump functioned when powered. Impact damage affected the right-wing tip fuel selector valve port and right inboard fuel tank ports; all fuel lines remained intact. Residual fuel was noted in the right-wing tip fuel selector port and right inboard fuel tank positions during low-pressure air checks. No fuel was observed in the gascolator bowl.
Left wing examination: about 3 ft remained attached; outboard portions were separated and fragmented. The inboard fuel tank was breached from impact; the vent and pick-up screen were clear. The wingtip fuel tank was separated and fragmented; the pick-up screen was clear. No anomalies with left-wing fuel caps. Fuel line continuity was established.
Right wing examination: impact separated from fuselage. Leading-edge impact damage noted. Right wingtip fuel tank separated and fragmented; fuel cap separated from receptacle; no anomalies noted. Pick-up screen clear; fuel level sending unit float separated. Inboard fuel tank showed impact damage but no breach; residual blue liquid consistent with aviation gasoline was observed. Fuel cap gasket and valve were not installed and not observed. Fuel line continuity was established.
Fuel selector valve examination: continuity established with low-pressure air, but the valve was difficult to operate. Disassembly revealed substantial rust within the valve, gascolator bowl, and filters. The wreckage remained on scene for 24 hours prior to recovery and was exposed to heavy rain and wind until examination.
Fuel Consumption Data
According to airplane specification and engine performance data, at best power setting, fuel consumption was between 15.2 gph and 18.5 gph at 65% and 75% power, respectively. At best economy power setting, consumption was 12.2 gph and 14 gph at 65% and 75% power. The pilot reported each wingtip tank had 17 gallons and main tanks were filled to the tabs (about 18 gallons each), totaling 70 gallons. At 14 gph, this would provide about 5 hours of flight time. According to the airplane’s hour meter, the flight had lasted 2.3 hours when the power loss occurred.