Accident Details
On July 22, 2022, at about 1911 Pacific daylight time, a Piper PA-32-301 airplane, registration N300BH, was substantially damaged in an accident near San Jose, California. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight.
Pilot Account
The pilot reported that the airplane had undergone an annual inspection after being out of service for over two months awaiting a part. He was notified by the maintenance facility around 1730 that the airplane was ready. The pilot planned to fly in the traffic pattern at Reid-Hillview Airport (RHV) before proceeding to Norman Y Mineta San Jose International Airport (SJC), about 5 nm east.
After a conversation with the mechanic lasting about 25 minutes (per the pilot; the mechanic recalled about 5 minutes), the pilot performed a preflight inspection. He observed 15 gallons of fuel in each wing via sight gauges and sump tests, noting the fuel appeared and smelled consistent with 100 low lead aviation gasoline. He confirmed the gauge readings matched cockpit indicators and did not refuel.
The pilot then boarded, spent 5 minutes reviewing checklists, taxied to runway 31R, and conducted an uneventful engine run-up. After clearance, he departed normally. During the climb at about 500 ft mean sea level, the engine sustained a partial loss of power. Unable to find a landing site over a densely populated area, the pilot began a left turn back to RHV, during which the engine lost all power. He verified mixture full rich, fuel pump on, and switched the tank selector to the opposite tank (he did not recall the departure tank). The propeller windmilled, and the engine did not restart.
The airplane descended, struck the ground and a fence, coming to rest upright about 0.3 nm northwest of the departure end of runway 31R. The left wing was bent upward at midspan, the right wing's outboard leading edge crushed, the forward fuselage damaged, and the engine displaced.
Maintenance and Fuel Information
A mechanic who worked on the annual inspection stated the airplane had 15 gallons per wing before the inspection, verified via cockpit and wing gauges. The fuel color was blue, consistent with 100 low lead aviation gasoline. No fuel was added or removed. During the inspection, the wing sight gauges were replaced and showed 15 gallons per wing. A ground engine test was performed for 45–60 minutes at full throttle and full manifold pressure with the fuel selector on the left tank; the right tank was briefly selected, then switched back, with stable fuel flow.
Another mechanic arrived on scene about 20 minutes post-accident and noted approximately 15 gallons of fuel in the right wing; the left wing was breached and void of fuel. An FAA photograph showed the fuel selector in the right tank position.
Postaccident Examination
Examination of the airplane and engine revealed no preimpact mechanical anomalies that would have precluded normal operation. Control continuity was traced from flight controls to the cockpit through separations made by recovery personnel. The fuel system showed no preimpact anomalies affecting fuel flow. A visual inspection of the left wing sight gauge found no preimpact anomalies, and functional testing showed it defaulted to 0 gallons with arm movement producing needle movement.
Mechanical continuity was established throughout the engine when the propeller was rotated by hand. Thumb compression was achieved on all six cylinders, with normal valve lift. A borescope examination of cylinder combustion chambers revealed normal piston face and valve signatures, with no foreign ingestion or detonation.
The three-bladed constant speed propeller remained attached; two blades were bent aft at midspan, and the third near the blade tip.
Fuel testing confirmed the composition was consistent with 100 low lead aviation gasoline. Water reaction analysis showed 0 mL volume change, indicating no free water.
Fuel Consumption Data
According to the pilot's operating handbook (POH), the airplane had a total fuel capacity of 107 gallons (evenly split between two wing tanks), with 5 gallons unusable (2.5 gallons per side). Fuel consumption ranged from 11.9 gph at 55% power to 16.0 gph at 75% power, as per the POH performance table. The mechanic reported the ground test ran at full throttle and full manifold pressure. Factoring left tank usable fuel of 13.5 gallons, the engine would have depleted the left tank in about 50 minutes.
Airport Fuel Availability
According to the airport manager, RHV ceased sales of 100 low lead aviation gasoline on January 1, 2022, prompting many aircraft to obtain fuel at other airports, such as SJC.
Regulatory Reference
14 CFR §91.103 requires pilots to become familiar with all available flight information, including fuel requirements. 14 CFR §91.3 states the pilot in command is directly responsible for and has final authority over the aircraft's operation.