Delco, NC, USA
N32891
Piper PA-28R-200
The flight instructor was conducting an instrument training flight with a private pilot. The engine start, run up, and flight was conducted on the right main fuel tank. The airplane was flown for 2 hours and 4 minutes. While being vectored by an air traffic controller for an NDB approach the airplane experienced a loss of engine power. The flight instructor did not use the check list for the loss of engine power. The fuel selector was not moved to the left main fuel tank. An emergency was declared with the controller and a forced landing was made to an open field. The airplane collided with trees on landing roll out. Examination of the right main fuel tank revealed the fuel tank was empty. The left wing separated during the accident and fuel was observed by emergency personnel dripping from the fuel tank. When the pilot was asked what may have caused the loss of engine power, he stated, "fuel starvation." Examination and partial disassembly of the engine revealed no anomalies.
On April 23, 2004, at 2044 eastern daylight time, a Piper PA-28R-200, N32891, registered to private owners, operated by Dillon Aviation as a 14 CFR Part 91 instructional flight, reported a loss of engine power in the vicinity of Delco, North Carolina, and collided with trees during a forced landing. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The airplane received substantial damage. The commercial pilot flight instructor (CFI) and the pilot receiving instrument flight instruction reported minor injuries. The flight originated from Fayetteville, North Carolina, on April 23, 2004, at 1900. The CFI stated they filed an instrument flight plan from Fayetteville, North Carolina, and planned on making instrument approaches at Florence, North Carolina, Wilmington, North Carolina, Kingston, North Carolina, and then return back to Fayetteville, North Carolina. The airplane was full of fuel and they did not plan on making any stops at any of the intermediate locations. The flight was to conduct instrument training in preparation for the private pilot receiving instruction to obtain an airplane instrument rating. The private pilot started the engine on the right main fuel tank at 1840 and they departed on the same fuel tank. They received clearance for an ILS approach and published missed approach at Florence. They completed the missed approach and flew to Marion, North Carolina, where they were cleared for the VOR approach and published missed approach. Upon completion of the missed approach they were provided radar vectors to the airway and cleared to 3,000 feet. They contacted Wilmington approach and request the NDB approach. About 10-minutes later the engine started to run rough like a "hick up." The CFI turned the boost pump on, moved the mixture control to the full rich position and checked the fuel pressure. He did not move the fuel selector to the left main fuel tank. He informed the private pilot that he had the flight controls, and then made a "May Day" call on Wilmington Approach Control frequency. The controller informed them that they were 28 miles from Wilmington. The CFI informed the controller they could not make the airport and turned towards some lights, while looking for a forced landing area. He observed an open field and made a forced landing in it. The airplane touched down in the field at about 100 mph. The airplane slid into some trees and came to a complete stop. When the CFI was asked what he thought may have caused the loss of engine power, the CFI stated, "fuel starvation." He further stated, " this accident could have been prevented if there was a better understanding of both pilots of how the fuel system worked....I should have used a timer to remember to switch the fuel tanks and reinforce to the student prior to departure the importance of switching the fuel tanks. Use of the checklist also could have prevented the accident. If the checklist was used once the emergency was declared we could have probably restarted the engine and continued the flight." A fireman who arrived at the accident scene reported the left wing had separated from the airplane. The left main fuel tank was ruptured and fuel was still dripping out of the fuel tank. The right wing was attached to the airplane and there was no evidence of spillage. He removed the right main fuel cap and the fuel tank was empty. He looked at the fuel selector valve in the cockpit and the fuel selector was on the right main fuel tank. The airplane was recovered and transported to Griffin, Georgia, for further examination. Examination of the engine assembly revealed all engine mounts had separated. The left engine case half was fractured at the top of the No.2 cylinder and extended rearward to the accessory case. The No.2 and No.4 cylinder decks had separated from the left crankcase half. The No.2 cylinder was pushed aft into the No.4 cylinder. The No.2 cylinder push rods had separated, and the intake cylinder head was broken. Tree bark was embedded in the No.2 cylinder cooling fins. The exhaust cylinder head was broken. The fuel injector line and nozzle had separated. The induction tube had separated and the exhaust tube was intact. The No.4 cylinder was intact with cooling fin damage. The intake induction tube had separated. The throttle body control assembly was intact and separated from the induction manifold. The fuel lines were disconnected from the throttle control assembly to the manifold valve and no fuel was present. The flow divider was removed and disassembled and the diaphragm was intact. The No.2 and 4 cylinders were removed, the connecting rods were bent aft, and the piston and rings were intact. The piston domes exhibited light tan carbon deposits. The top and bottom spark plugs were removed and exhibited normal wear when compared to the Champion Aviation Check- A-Plug chart. The No.1 and No.3 cylinders were not damaged. The top sparkplugs were removed and exhibited normal wear when compared to the Champion Aviation Check-A-Plug chart. The crankshaft was rotated by hand and compression and suction was obtained on cylinders No.1 and No.3. Gear train and valve train movement was confirmed by rotation of the crankshaft. The bottom sparkplugs on cylinders No.1 and No.3 were removed and were oil soaked. The left and right magnetos were removed and turned with a power drill. Spark was observed at all ignition towers. The propeller assembly remained attached to the propeller crankshaft flange. The spinner was crushed inward on one side. All 3-propeller blades were bent aft at the hub and chord wise scarring was present on the face of the propeller blades. The airplane was released to Atlanta Air Recovery on behalf the registered owner on May 5, 2004.
The flight instructor's improper fuel management resulting in a loss of engine power due to fuel starvation. A factor was the flight instructor's failure to use the checklist.
Source: NTSB Aviation Accident Database
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