Paducah, KY, USA
N181AG
Piper PA32R
The pilot was conducting a visual, straight-in approach for landing when he reported to the tower controller that the airplane had lost engine power. The airplane subsequently impacted trees and terrain short of the runway and was destroyed by impact and a post-impact fire. Examination of the wreckage confirmed flight control continuity and revealed no preimpact mechanical anomalies. Examination of the fuel selector revealed that the fuel selector control lever was near the right fuel tank position; however, examination of the fuel selector valve revealed that the selector plate was out of the detent and not fully seated in any tank position. Impact marks on the selector plate showed the detent ball was closest to the left fuel tank and the out-of-position plate occluded the fuel port. The first step of the manufacturer’s approach and landing checklist was, “Fuel Selector – Proper Tank.” Given the lack of other mechanical anomalies found during the examination, it is likely that the pilot moved the fuel selector at some point during the descent and approach, but failed to fully seat the selector in position, and the restricted fuel flow was likely less than what was needed to sustain engine power. Following the loss of engine power, the remaining altitude was insufficient to provide gliding distance to the runway.
HISTORY OF FLIGHTOn October 31, 2019, at 1926 central daylight time, a Piper PA32R-301T, N181AG, was destroyed when it was involved in an accident near Paducah, Kentucky. The private pilot was fatally injured. The flight was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. A representative from the fixed base operator at the departure airport stated that the accident airplane arrived on October 27, 2019, and he serviced the airplane with 31 gallons of fuel, which filled the tanks. He further commented on the smoothness of the engine as the airplane approached the fuel pumps. In an interview at the accident site, the local air traffic controller said that he was familiar with the pilot and the accident airplane. He said that the pilot established contact on the tower frequency and he provided the pilot with the current altimeter, wind, and active runway information. The pilot informed him that he was "lined up" for a straight-in landing to runway 14 and requested that runway, which the controller approved. Radar data depicted the airplane in a steady descent aligned with runway 14. The controller advised the airplane was "cleared to land" which the pilot acknowledged. About 1.5 minutes later, the pilot advised, "I've lost power." The controller asked the pilot if he thought the airplane would reach the runway, and the pilot responded, "Yes." At that time, the airplane was about 1,000 ft above ground level (agl) and 4 miles from the landing threshold of the runway. Soon after, the pilot advised, "I'm not going to make it, I'm in the trees." There were no further communications from the accident airplane. The airplane collided with trees and terrain, about 1.5 miles from the runway 14 threshold. AIRCRAFT INFORMATIONThe first step of the Approach and Landing Checklist contained in the airplane’s operating handbook stated: Fuel Selector Proper Tank AIRPORT INFORMATIONThe first step of the Approach and Landing Checklist contained in the airplane’s operating handbook stated: Fuel Selector Proper Tank WRECKAGE AND IMPACT INFORMATIONThe airplane wreckage was examined at the site, and all major components were accounted for at the scene. The wreckage path was oriented about a 140° heading and was about 100 ft in length. The initial tree strike was about 60 ft above the ground, where the outboard 8 ft of the left wing remained suspended. The main wreckage came to rest adjacent to a railbed on an approximate 090° heading. The baggage compartment, cockpit, cabin area, the inboard sections of each wing, and the empennage were consumed by post-crash fire. Flight control continuity was verified to all flight control surfaces except where controls were damaged consistent with impact and fire. The engine was rotated by hand at the propeller, and continuity was confirmed from the powertrain through the valvetrain to the accessory section. Compression was confirmed on all cylinders using the "thumb" method. Borescope examination of each cylinder revealed signatures consistent with normal wear and lubrication. The magnetos sustained thermal damage. They were removed and rotated by hand, but neither produced spark. The fuel pump was removed, actuated with a drill, and drew and expelled air into the intake port and out of the output port. The fuel inlet screen and the fuel injector nozzles were clear and absent of debris. The turbocharger was removed, and both the compressor and exhaust impellers rotated freely and displayed no visible damage. The fuel lines were consumed by fire and the fuel selector valve exhibited thermal damage. The fuel selector control lever was observed near the right fuel tank position. However, examination of the fuel selector valve revealed the selector plate was out of the detent and not fully seated in the right fuel tank position. The fuel selector valve's bowl was thermally damaged, and its filters were consumed by fire. Figure 1 – View of Fuel Selector Plate as Found Further examination of the selector valve revealed that its lever was seized in position. Upon disassembly, the selector plate indicated an intermediate selector valve position. During disassembly, when the selector valve could be rotated and was placed in the left or right fuel tank position detent, it was noted that the associated ports were unobstructed. Figure 2 – View of Selector Plate Position Transfer Marks MEDICAL AND PATHOLOGICAL INFORMATIONThe Western Kentucky Medical Examiner’s Office performed an autopsy on the pilot and determined the cause of death as blunt force trauma. The FAA Forensic Sciences Laboratory performed toxicological testing for the pilot. The results were negative for the presence of drugs and alcohol.
The pilot’s failure to fully seat the fuel selector in the proper tank position during the descent for landing, which resulted in fuel starvation and a total loss of engine power.
Source: NTSB Aviation Accident Database
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