BECKLEY, WV, USA
N3817W
PIPER PA-32-260
THE FLIGHT DEPARTED AND CLIMBED TO 7000 FEET FOR CRUISE. APPROXIMATELY 15 MINUTES LATER, THE ENGINE STARTED CUTTING IN AND OUT. THE PILOT WAS UNABLE TO KEEP THE ENGINE RUNNING AND MADE A FORCED LANDING, OFF AIRPORT INTO RISING TERRAIN. EXAMINATION OF THE AIRPLANE FOUND RUST ON THE UNDERSIDE OF THE RIGHT MAIN FUEL TANK CAP AND ACKNOWLEDGEMENT FROM A CO-OWNER THAT THE RIGHT MAIN FUEL TANK WOULD SOMETIMES CONTAIN WATER. THE FUEL TANKS HAD BEEN FOAMED AND EMPTIED BY THE FIRE DEPARTMENT PRIOR TO ARRIVAL OF THE FAA. POST ACCIDENT EXAMINATION OF THE ENGINE FOUND RUST COLORED WATER IN THE FUEL LINE LEADING TO THE CARBURETOR AND IN THE CARBURETOR BOWL. THE WATER WAS CLEANED OUT AND THE ENGINE RAN SATISFACTORILY.
On March 11, 1993, at 1038 eastern standard time, a Piper PA-32-260, N3817W, owned and piloted by Mr. Thomas A. Boyd, of Charleston, West Virginia, struck rising terrain during a forced landing, due to a power loss. The airplane received substantial damage and the two occupants received serious injuries. Visual meteorological conditions prevailed and the flight was operated on an instrument flight rules (IFR) flight plan under 14 CFR Part 91. The flight departed Charleston, West Virginia, at 1014, with 7000 feet as its final cruise altitude. At 1032:17, the pilot said, "Charleston Approach, Cherokee Three Eight One Seven Whisky got a problem." At 1032:23, he said, "...I think my fuel is icing up, I'd like to go to Beckley [West Virginia] immediately." The flight was vectored toward Beckley. At 1034:35, the pilot was asked how the engine was running, he replied, "...it's uh on and off." The pilot was unable to reach the airport and made a forced landing off airport. On final approach the airplane struck a wire, then rising terrain and came to stop. On site examination by personnel from the Charleston Flight Standards District Office revealed rust around the fuel cap on the right main tank. A co-owner told the FAA, they were aware of this condition and drained extra fuel from the right main to make sure all the water was drained from the tank. Fuel samples were not obtained from the tanks because the fire department had foamed the tanks and drained them. The engine was removed from the airplane and shipped to the Lycoming factory in Williamsport, Pennsylvania for further examination. The examination was witnessed by personnel from the Harrisburg Flight Standards District Office who stated: ...Carburetor contained some water and was rusty colored...The fuel inlet line to the AC [Aircraft] engine driven fuel pump contained water and was rusty colored.... In a written summary they stated: This engine investigation test cell run did not reveal any discrepancies or malfunctions which would have caused or contributed to an engine failure or a loss of power. The lean fuel flow condition documented during the first engine run was not a critical deterring factor for engine performance. The NTSB Form 6120.1/2 was completed by a co-owner of the airplane due to injuries received by the pilot.
A LOSS OF ENGINE POWER DUE TO FUEL CONTAMINATION, WHILE OPERATING OVER UNSUITABLE TERRAIN, AFTER THE PILOT FAILED TO REMOVE ALL THE WATER FROM THE TANK PRIOR TO DEPARTURE. A FACTOR WAS THE PILOT'S DECISION TO OPERATE THE AIRPLANE WITH A KNOWN LEAKING FUEL CAP.
Source: NTSB Aviation Accident Database
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