# Accident 19981014040179A: Piper PA32300, Dunkirk, NY, October 14, 1998 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: October 14, 1998, 02:00 local time - Place: Dunkirk, NY - Airport: Chautauqua County/Dunkirk Airport - Damage: Substantial damage - Phase of flight: Forced Landing - Operating rules: General operating rules (Part 91) - Operator: CSJA - Location: 42.4700° N, 79.3307° W: From the FAA, an estimate near the named town, within about 3 miles - Nearby events: https://openairdocs.org/map.md?lat=42.4700&lon=-79.3307&mi=10 - Aircraft: N8619N, a cancelled registration (https://openairdocs.org/deregistered/N8619N-2000-02-09) (OpenAirDocs) - Registry model: Piper PA-32-300 (registry code 7103212, https://openairdocs.org/model/piper-pa-32-300) (OpenAirDocs) - Reported make and model: PIPER PA32300 - Reported engine: LYC IO540K1A5 - Fatal injuries: 0 - Pilot flight hours: 2,381 total, 75 in this make and model, 364 in the last 90 days - NTSB investigation: [NTSB IAD99LA010](https://openairdocs.org/ntsb/IAD99LA010) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/19981014040179A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (-23) ON OCTOBER 14, 1998, AT 0200 EDT, A PIPER PA-32-300 OWNED BY SCHEUFLER INC. AND OPERATED BY CASTLE AVIATION, EXPERIENCED A FORCED LANDING DURING A REPOSITIONING FLIGHT. IFR FLIGHT CONDITIONS PREVAILED, AND AN IFR FLIGHT PLAN WAS FILED. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT RECEIVED MINOR INJURIES. THE PILOT HOLDS A COMMERCIAL, MULTIENGINE LAND, AND INSTRUMENT FLIGHT INSTRUCTOR RATINGS. THE FLIGHT ORIGINATED IN RAVENNA, OHIO, ON OCTOBER 13, 1998 AT 2000 EDT. THE PILOT, MR. ROBERT SIMON, CERTIFICATE NUMBER 272804166/COMMERCIAL, TOOK OFF FROM BUFFALO, NY AT 0140 EDT, AND WAS ENROUTE TO HIS HOME BASE AT PORTAGE COUNTY AIRPORT IN RAVENNA, OHIO. THE AIRCRAFT WAS IN CRUISE AT 4,000 FEET WITH THE AUTOPILOT ENGAGED WHEN HE NOTICED "SOMETHING DIFFERENT" ABOUT THE ENGINE OPERATION. HE TURNED TOWARD A BEACON TO HIS LEFT AND NOTIFIED CLEVELAND CENTER HE WAS GOING TO LAND THERE. THE ENGINE GRADUALLY CONTINUED LOOSING POWER AND HE SWITCHED TANKS TO THE LEFT MAIN. FINALLY, THE ENGINE LOST ALL POWER AND THE AIRCRAFT HIT THE TOPS OF A SMALL STAND OF NEW GROWTH TREES AND CAME TO REST IN A SWAMPY VACANT FIELD. THE PILOT EXITED THE AIRCRAFT AND WALKED TO A NEARBY HOUSE AND NOTIFIED AUTHORITIES. THERE WERE NO WITNESSES. THE PILOT WAS TAKEN TO THE EMERGENCY ROOM AT BROOKS MEMORIAL HOSPITAL IN FREDONIA, NY AND WAS TREATED FOR A CHIPPED TOOTH AND A SWOLLEN LEFT JAW. X-RAYS SHOWED NO BROKEN BONES. HE WAS RELEASED THE SAME DAY. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED BY CRASH IMPACT DAMAGE. ALL LANDING GEAR WAS SHEARED OFF, THE TOP ENGINE MOUNT ATTACHES TO THE FUSELAGE WERE PULLED THROUGH THE STRUCTURE, THE EMPENNAGE WAS TWISTED TO THE LEFT, AND THE LEFT WING WAS SHEARED AT THE SPAR ATTACH TO FUSELAGE WITH THE LEFT WING ROLLED UP SIDE DOWN. ALL FUEL TANKS EXCEPT THE RIGHT TIP TANK WERE RUPTURED. THE FUEL SELECTOR WAS IN THE LEFT MAIN POSITION, AND ALL ENGINE CONTROLS WERE IN THE FULL FORWARD POSITION. THE ELECTRIC DRIVEN FUEL PUMP WAS IN THE "ON" POSITION. THE PROPELLER HAD BOTH BLADES BENT REARWARD AND EXHIBITED NO LEADING EDGE OR TIP IMPACT DAMAGE. ONE BLADE EXHIBITED ROOT TO TIP SCARS AND THE OTHER EXHIBITED TWO CHORDWISE SCARS. THE ENGINE AIR FILTER WAS CLEAN AND DRY, AND THE THROAT OF THE FUEL INJECTOR WAS UNOBSTRUCTED AND DRY. THE SPARK PLUGS WERE WHITE WITH NO TRACE OF GRAY. FUEL WAS NOT FOUND AT THE INJECTOR, ENGINE DRIVEN FUEL PUMP, ELECTRIC DRIVEN FUEL PUMP, OR THE OUTLET OF THE FUEL SELECTOR VALVE. FUEL DID RUN THROUGH THE SELECTOR VALVE FROM THE RIGHT TIP TANK WHEN THAT TANK WAS SELECTED. ON OCTOBER 16, 1998 THE AIRCRAFT WAS POSITIONED IN A SECURE HANGAR AND TESTS WERE PERFORMED TO ENSURE THE CAPABILITY OF THE FUEL SELECTOR AND THE ELECTRIC FUEL PUMP TO OPERATE PROPERLY. THE SELECTOR FLOWED WATER FROM ALL PORTS TO THE OUTLET AND DID NOT LEAK WATER FROM OTHER TANKS. THE ELECTRIC PUMP PUMPED WATER WHEN SUPPLIED AT THE INLET. THE FUEL INJECTOR SCREEN WAS REMOVED AND CHECKED FREE OF CONTAMINATION. THE FILTER WELL AND FILTER WAS EMPTY OF FUEL. THE ENGINE WILL BE BOXED AND SHIPPED TO LYCOMING IN WILLIAMSPORT, PA FOR INSTALLATION AND TEST ON THE TEST CELL. (.4) THE PILOT STATED THAT WHILE ON A NIGHT FLIGHT UNDER INSTRUMENT FLIGHT RULES, IN VISUAL CONDITIONS, HE NOTICED A CHANGE IN ENGINE PERFORMANCE. AFTER SWITCHING FUEL TANKS AND ADJUSTING THE POWER AND PROPELLER LEVERS, HE TURNED THE AIRPLANE TOWARD AN AIRPORT BEACON AND CONTINUED UNDER PARTIAL POWER. WHILE ON FINAL APPROACH, THE AIRPLANE LOST ALL ENGINE POWER AND A FORCED LANDING WAS PERFORMED 1/4 MILE SHORT OF THE LANDING RUNWAY. THREE OF FOUR FUEL TANKS WERE RUPTURED, BUT 8 GALLONS WERE CONTAINED IN AN AUXILIARY TIP TANK. FUEL WAS NOT FOUND AT THE INJECTOR, ENGINE DRIVEN FUEL PUMP, ELECTRIC DRIVEN FUEL PUMP, OR THE OUTLET OF THE FUEL SELECTOR VALVE. THE ENGINE AND AIRFRAME FUEL SUPPLY COMPONENTS WERE TESTED AND FOUND TO BE OPERATIONAL. THE SPARK PLUGS WERE REMOVED AND THE ELECTRODES WERE WHITE WITH NO TRACE OF GRAY. THE ENGINE STARTED AND RAN IN A TEST CELL AFTER THE ACCIDENT. HOWEVER, A DETAILED EXAMINATION REVEALED THAT THE ENGINE DRIVEN FUEL PUMP LEAKED AND THE LEFT MAGNETO WAS NOT CONFIGURED TO FACTORY SPECIFICATIONS. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB IAD99LA010](https://openairdocs.org/ntsb/IAD99LA010), Oct 14, 1998: Piper PA-32-300 (N8619N), Dunkirk, NY, substantial damage. Probable cause: The pilot's inadequate fuel management that resulted in fuel starvation. Factors in the accident were the improperly timed magneto and an engine driven fuel pump leak. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.