Milton, FL, USA
N8751Y
Piper PA-30
Before takeoff an individual other than the pilot "sticked" each fuel tank for quantity, but the stick had not been calibrated. The pilot estimated that he had 60-65 gallons of fuel on-board for the intended 1 hour 20 minute flight. After takeoff the flight climbed to 5,500 feet, where he positioned each fuel selector to the auxiliary position. The flight continued and while descending when near the destination airport, both engines lost power due to fuel starvation. The pilot repositioned both fuel selectors to each main position, which restored engine power. He notified air traffic control, who vectored the flight to a military grass landing strip. With both engines developing power, the pilot landed to the east but touched down approximately 3,725 feet past the western edge of the grass field. The airplane collided with a fence and came to rest upright approximately 1,200 feet from the first touchdown point. Examination of the airplane revealed 14.75 gallons of fuel drained from the left fuel tanks, and 3.0 gallons of fuel drained from the right fuel tanks. No fuel leakage was noted.
On September 17, 2007, about 1130 central daylight time, a Piper PA-30, N8751Y, registered to USA Credit Corporation, collided with a fence during a precautionary landing at Harold Out Lying Field, Milton, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight from John Bell Williams Airport, Raymond, Mississippi, to Destin-Fort Walton Beach Airport, Destin, Florida. The airplane was substantially damaged and the private-rated pilot, the sole occupant, was not injured. The flight originated about 1014, from John Bell Williams Airport. The pilot stated that during his preflight inspection of the airplane, another individual (FAA airframe and powerplant mechanic) "sticked" the fuel tanks by placing a cut-off yardstick into the tanks to determine the depth of the fuel, while he watched. The depth of the fuel in each main fuel tank was approximately 7 inches, which correlated to approximately 25 gallons. The auxiliary fuel tanks had 5-7 inches of fuel, which correlated to approximately 5-7 gallons in each tank. The mechanic later stated that he did "stick" the tanks but showed the result to the pilot who made a determination as to whether there was an adequate supply of fuel for the intended flight. The pilot further stated that the flight departed with an estimated 60 and 65 gallons of fuel on-board for the estimated 1 hour 20 minute flight. He estimated the fuel consumption for the flight would be between 26 and 28 gallons total. The flight departed with each fuel selector positioned to each main tank position. He climbed to 5,500 feet, where he then repositioned each fuel selector to each auxiliary fuel tank position. The fuel selectors remained on the auxiliary fuel tank position for 22 minutes, when he then moved them back to each main tank position. The flight proceeded towards the destination airport and when he was approximately 15 minutes from his destination airport, began a slow descent. When the flight was between 3,000 and 4,000 feet, both engines quit at the same time. He turned on each auxiliary fuel boost pump and then moved each fuel selector to the auxiliary fuel tank position which restored engine power. He advised the controller of the situation, who vectored the flight to the location where the pilot performed the precautionary landing. With both engines developing power, he turned from base to final leg for the precautionary landing and at that time was flying at 110 miles-per-hour (mph). He landed at approximately 90-100 miles-per-hour, bounced, then touched down again. He applied braking which was ineffective because the airplane was bouncing on the surface, and with obstacles ahead, tried to turn the airplane to the right. The fuselage of the airplane traveled between 2 fence posts which contacted each wing. The airplane came to rest upright and he exited the airplane. After getting out of the airplane he visually inspected each main fuel tank and noted both appeared empty. Examination of the accident site by a "Command Investigator" with the Naval Air Station (NAS) Whiting Field security department revealed the airplane landed in an easterly direction, rolled 208 feet, became airborne, landed again, rolled 840 feet, then collided with a fence. The airplane came to rest upright facing 270 degrees at 30 degrees 40.729 minutes North latitude, and 086 degrees 52.615 minutes West longitude, or approximately 1,200 feet from the first observed touchdown point. There was no fuel leakage noted. The western most point of the available landing area was located .81 nautical mile from where the airplane came to rest. According to the airframe and powerplant mechanic with inspection authorization (A & P/IA) who recovered the airplane, each fuel selector was found in the auxiliary position. A total of 5.0 gallons were drained/recovered from the left main fuel tank, and 9.75 gallons of fuel were drained/recovered from the left auxiliary fuel tank. The right main fuel tank was empty, and 3.0 gallons of fuel were drained/recovered from the right auxiliary fuel tank. There was no evidence of fuel leakage from any of the fuel tanks, and each fuel tank sump drain checked satisfactory. Both auxiliary fuel pumps were operated, though the right pump was noted to run rough. There was no obstructions from any fuel tank to the engine compartment, and each position of the fuel selector valve (main and auxiliary) correctly supplied fuel to the engine from that selected tank.
The failure of the pilot to attain the proper touchdown point during the precautionary landing resulting in the on-ground collision with fence posts.
Source: NTSB Aviation Accident Database
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