Accident Overview
On August 12, 2023, at 0913 eastern daylight time, a Piper PA-32-300, registration N898CP, was substantially damaged when it struck trees during a forced landing in Haines City, Florida. The private pilot, the sole occupant, sustained minor injuries. The flight was conducted as a personal flight under Title 14 Code of Federal Regulations Part 91.
Pilot's Account
The pilot stated that this was the first flight since the engine’s spark plugs were replaced due to an uneven magneto drop. He intended to perform local maneuvers and return to the departure airport. A thorough preflight inspection was completed, with all four fuel tanks filled to the "tabs," which he considered sufficient. Engine start and runup proceeded without anomalies; the pilot remarked that "the engine had never run smoother."
After takeoff, the engine operated smoothly at full power during climb. Once clear of Class B airspace, the pilot began a climb to 7,500 ft mean sea level. Upon advancing the mixture and propeller controls, engine speed immediately dropped to about 1,200 rpm. The pilot established best glide speed and attempted to restore power by moving the throttle, switching fuel tanks twice, and activating the electric fuel boost pump, but engine power did not return. The airplane descended until impacting trees.
Damage and Wreckage Examination
The wings and fuselage sustained substantial damage. The left wing fuel system remained intact, while the right wingtip fuel tank separated and the right wing separated at the root, fracturing both fuel lines for the right wing tanks.
Wreckage was recovered to a salvage facility and examined by an FAA inspector and airframe manufacturer representatives. Throttle, mixture, and propeller control cables were secured to their controls. The fuel selector valve operated normally under test with low-pressure air. The airframe fuel system was clear up to the engine-driven mechanical fuel pump inlet, and the electric fuel pump functioned when activated.
Induction System Findings
Examination of the induction system revealed that the fuel servo inlet tube was improperly installed and chafing against the firewall, resulting in a large hole that allowed unfiltered air to enter. After removing the tube, the fuel servo air inlet was coated with a mixture consistent with engine oil, dirt, and grease. No other engine anomalies were found that would have prevented normal operation.
The fuel servo was sent to an overhaul facility for testing. Despite contamination, the servo could meter the fuel/air mixture for normal operation. However, the throttle valve idle setting was found to be fully closed, obstructing inlet air. According to the technician, it is common for maintenance to set the idle to that position when an induction leak exists downstream of the servo. The idle mixture setting was adjusted near full rich. A gasket in the mixture control was torn but still allowed normal operation. No other anomalies were noted.
Recorded Data Analysis
The airplane was equipped with a Garmin G500 TXi that recorded engine parameters and fuel quantities. At the time of power loss, the left main tank contained 16.6 gallons, the No. 1 auxiliary tank 13.6 gallons, and the No. 2 auxiliary tank 16.5 gallons. The right main tank reported 0 gallons for almost the entire flight; two previous recordings also showed zero. The pilot stated the right main fuel quantity indication had been inoperative since he purchased the airplane and his mechanic was troubleshooting. He manually checked fuel level before flight.
Data showed that just before power loss, fuel pressure dropped from 21.7 psi to 2.4 psi, and fuel flow decreased from 19.47 gph to 7.0 gph, then to 0.3 gph. Exhaust gas temperatures (EGT) initially rose about 200°F, consistent with a leaner mixture, then dropped sharply 1,000°F, indicating combustion ceased. Fuel pressure and EGT never recovered; fuel flow only increased to 0.8 gph after the loss.