Coatesville, PA, USA
N31SW
Piper PA-28-235
According to the pilot, he flight planned the cross-country flight using a "more conservative" fuel burn rate of 15 gallons per hour. The flight departed with full fuel tanks. During the 4.8-hour flight, the pilot diverted to a different airport due to weather, and remained overnight. The airplane was not refueled during the layover, and departed the next day. Approaching the destination airport, the engine lost all power. The pilot attempted to enter the traffic pattern, and while on the downwind leg, realizing that he would not be able to land on a runway, the pilot performed a forced landing to a wooded area. After the accident, the pilot stated to the airplane's owner that he was concerned about running out of fuel, and that the engine had quit on downwind. Examination of the wreckage revealed that both wing fuel tanks were ruptured, and no fuel was observed in either the fuel tanks or lines. According to the airplane's Information Manual, the total fuel capacity of the airplane was 84 gallons, 82 of which were usable. Review of a Lycoming O-540-B series engine operator's manual revealed that the fuel burn, at a power setting of 70 percent, at a pressure altitude of 6,000 feet, and a full rich mixture setting, was about 15 gallons per hour.
On August 6, 2002, about 1035 eastern daylight time, Piper PA-28-235, N31SW, was substantially damaged during a forced landing near the Chester County G.O. Carlson Airport (40N), Coatesville, Pennsylvania. The certificated commercial pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which originated from the Aurora Municipal Airport (ARR), Chicago, Illinois. The flight was conducted under 14 CFR Part 91. According to the pilot, he flight planned the estimated 720 statute mile flight using the Piper PA-28-235 Owners Handbook, and estimated that the fuel burn would be approximately 12.7 gallons per-hour. The pilot also "added" an additional 5 gallons of fuel to the fuel burn estimates for taxi-time, run-up, and climb to altitude. The pilot then used a "more conservative" fuel burn rate of 15 gallons per hour for his planning. The flight departed ARR on August 5, 2002. The flight was flown between 5,500 and 7,500 feet msl, at a 70 percent power setting. The mixture was leaned "aggressively," just rich of peak. During the flight, the pilot elected to divert to the Delaware Municipal Airport (DLZ), Delaware, Ohio, due to weather, and remained overnight. The airplane was not refueled during the layover. The following day, the pilot departed DLZ, and proceeded to 40N. The flight was flown at the same altitude and power settings as the previous day. Approaching the area of 40N, about 1 mile from runway 11, the engine lost all power. The pilot attempted to enter the traffic pattern for runway 29, and while on the downwind leg, realizing that he would not be able to land on the runway, he elected to perform a forced landing into a wooded area. The airplane struck several trees during the forced landing, descended to the ground, and came to rest upright, about 1/2-mile from the airport. Both wings were separated from the fuselage during the accident sequence. The pilot additionally stated that the total flight time from ARR to 40N was about 4.8 hours, and that the fuel gauge for the right main tank indicated between 7-10 gallons remaining prior to the engine losing power. After the accident, the pilot stated to the airplane's owner that he had flown a very high downwind, as he was concerned about running out of fuel, and that the engine had quit on downwind. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that both wing fuel tanks were ruptured, and no fuel stains were observed on the fuselage skin. The fuel selector was in the "OFF" position. The inspector also stated that there was an absence of fuel odor at the accident site, and no discoloration of foliage was observed. When the wreckage was recovered, no fuel was observed in either the fuel tanks or lines. According to the Piper PA-28-235 Information Manual, the total fuel capacity of the airplane was 84 gallons, 82 of which were usable. The manual also stated that the fuel burn at 70 percent power was approximately 12.0 gallons per hour, and the fuel burn at 75 percent power was approximately 13.0 gallons per hour. The estimated range, cruising at 6,500 feet, at 70 percent power, was approximately 975 statute miles. The estimated range, cruising at 6,500 feet, at 75 percent power, was approximately 915 statute miles. Review of a Lycoming O-540-B series engine Operator's Manual revealed that the fuel burn, at a power setting of 70 percent, at a pressure altitude of 6,000 feet, and a full rich mixture setting, was about 15 gallons per hour. The wind reported at a nearby airport, about the time of the accident, were from 350 degrees at 15 knots, with gusts to 19 knots.
The pilot's inaccurate in-flight planning and fuel consumption calculations, and his improper decision to not land and refuel which led to fuel exhaustion and subsequent loss of engine power.
Source: NTSB Aviation Accident Database
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