GREENVILLE, SC, USA
N82974
Piper PA-28-181
The flight departed with full fuel tanks and the fuel selector was positioned briefly to the left tank using only 2-3 gallons of fuel; the remainder of the flight the fuel selector was positioned to the right tank. The flight was cleared to land from a left base leg and while on short final approach, with the flaps extended 20 degrees, he added power but the engine did not respond. Attempts to restart the engine were unsuccessful. He cycled the fuel pump switch and fuel pressure decreased to zero. He declared a mayday and unable to land on the runway, collided with an embankment short of the displaced threshold. The left wing separated from the airplane during the impact sequence. Post accident examination of the airplane revealed only approximately 2 ounces of fuel drained from the intact right wing fuel tank. The left wing fuel tank was found to contain approximately 9 gallons. Fuel was added to the right wing fuel tank and the engine was started and operated to 800 rpm; damage to the propeller precluded operation to a higher rpm. Examination of the fuel vent system, fuel quantity indication system revealed no evidence of preimpact failure or malfunction.
On August 8, 1999, about 1822 eastern daylight time, a Piper PA-28-181, N82974, registered to D & J Enterprises, Inc., operated by Greenville Aviation Flight School, experienced total loss of engine power while on short final approach to land at the Greenville Downtown Airport, Greenville, South Carolina. Visual meteorological conditions prevailed at the time and a VFR flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot, the sole occupant, sustained minor injuries. The flight originated about 1555 from the Goldsboro-Wayne Municipal Airport, Goldsboro, North Carolina. The pilot stated that he obtained a preflight weather briefing and was provided the winds aloft at 3,000 feet which were forecast to be 260 degrees at 16 knots. He planned the flight using straight line distance from the departure airport to the destination airport, which was a true course of 262 degrees. The flight departed with full fuel tanks and what the pilot believed was the fuel selector was briefly on the "left" tank position, using only 2-3 gallons of fuel from that tank. He further stated that he flew virtually the entire flight at 2,500 feet, with the fuel/air ratio leaned and flew for only about 5-10 minutes at 4,500 feet. The flight deviated near Fayetteville and Charlotte, North Carolina, then proceeded towards the destination airport. The flight was cleared to land from a left base leg, and while on short final approach with the power reduced and 20 degrees of flaps extended, he added power but the engine did not respond. He switched tanks, turned on and off the master switch, and just before cycling the auxiliary fuel pump switch, he noted adequate fuel pressure. He then cycled the auxiliary fuel pump switch and the fuel pressure decreased to zero. He declared a Mayday and recognizing that the flight was unable to land on the runway, descended into the upsloping terrain about 65 feet short of the runway. The left wing separated from the airplane which remained upright. The fuel selector was positioned to the right tank for all of the flight with the exception of takeoff and shortly after takeoff. The pilot reported that he did not use the airplane checklist during the descent, but did use it during the airplane preflight and engine run-up before departure. Postaccident examination of the accident site by an FAA airworthiness inspector revealed that the airplane impacted an embankment and came to rest approximately 85 feet short of the beginning of the displaced threshold. The left wing was separated from the airplane; the left wing fuel tank was drained and found to contain approximately 9 gallons of fuel. The right wing fuel tank which was noted to be intact, was drained and found to contain about 2 ounces of fuel; there no evidence of fuel leakage on the ground in the adjacent area. Further examination of the airplane following recovery revealed no fuel in the flexible fuel line from the engine driven fuel pump to the carburetor. The carburetor bowl was checked for fuel and found to be empty. Fuel was added to the right wing fuel tank, the engine was started and only operated to about 800 rpm due to the damaged propeller. The fuel vents were examined and found to be free of obstructions, and the right fuel quantity indicator was examined with no evidence of preimpact failure or malfunction. Testing of the left fuel quantity indicator was not accomplished due to the separated wing but continuity of the wiring from the wing root to the indicator revealed no evidence of preimpact failure or malfunction.
The improper position of the fuel selector by the pilot-in-command resulting in the loss of engine power due to fuel starvation. Also, the inadequate altitude flown by the pilot on final approach preventing a landing on the runway following the loss of engine power.
Source: NTSB Aviation Accident Database
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