Accident
On February 10, 2024, at about 1430 mountain standard time, a Piper PA-32R-301T, registration N989SR, was substantially damaged during an accident near Spanish Fork, Utah. The pilot and passenger sustained minor injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot Actions
The pilot reported planning two flights that day. Upon arrival at Spanish Fork Municipal Airport/Woodhouse Field (SPK), he performed a preflight inspection and visually confirmed about 47 gallons of fuel, consistent with the fuel totalizer reading. During the local flight, he switched fuel tanks several times. While descending for landing, he completed the before-landing checklist, switched fuel tanks, and turned on the electric fuel pump. On the left downwind leg for runway 30, he conducted the landing checklist and selected the fullest tank, but was uncertain if the fuel selector lever was fully in the detent. While abeam the runway threshold, the engine lost partial power. He attempted troubleshooting by switching the fuel selector to the opposite tank and cycling the electric fuel pump, but the engine lost total power.
The pilot turned toward the runway and broadcast a mayday call on the airport's common traffic advisory frequency. Realizing the airplane would not reach the runway, he initiated a forced landing to an open field. During the landing, the airplane struck power lines and terrain before coming to rest upright.
Postaccident Examination
Postaccident examination revealed crushing of the forward fuselage. Flight control continuity was established from all primary surfaces to the cockpit controls; cable separations were consistent with overload or recovery personnel actions. The airport manager reported that upon arrival, the left wing was partially separated at the wing root due to impact with a tree, with fuel leaking from the left wing tank. Absorbent was used to contain the leak. When the airplane was moved, the left wing separated and substantial fuel leaked; the manager estimated the left wing tank was about one-quarter to one-half full. Recovery personnel drained about 15 gallons from the right wing.
Examination of the recovered airframe and engine found no preaccident mechanical malfunctions or failures that would have precluded normal operation. Fuel system continuity was established from the main tanks to the fuel servo; separations were consistent with impact or recovery. The fuel selector valve was undamaged and functioned normally when rotated. A small amount of fuel was found in the airframe fuel strainer. An external fuel tank was attached to the electric fuel pump inlet port. The engine started on the first attempt, ran at various power settings for about five minutes, and magneto checks showed changes in engine noise. Due to propeller damage, the throttle was not advanced fully.
Engine Monitor Data
The airplane was equipped with a J. P. Instruments EDM-930 engine monitor, which was removed and sent to the NTSB Vehicle Recorder Laboratory. The unit powered on normally and data were extracted. The data showed that at about 1429, fuel flow decreased from about 15 gallons per hour to zero, with corresponding reductions in engine rpm, horsepower, oil pressure, and oil temperature.