19990722009809A

Acft crashed enroute, other circumstances unknown. Pilot reported mayday, 15SW mcg engine out. (.19)on July 22, 1999, about 1600 Alaska daylight time, a wheel equipped Piper PA-32-300 airplane, N4811T, sustained substantial damage during a forced landing about 15 miles south of Mcgrath, Alaska. The airplane was being operated as a visual flight rules (VFR) cross-country positioning flight under title 14 CFR part 91 when the accident occured. The airplane was operated by the bidzy ta hot aana corporation, doing business as tanana air service, fairbanks, Alaska. The commercial pilot, the sole occupant, received minor injuries. Visual meteorological conditions prevailed. A VFR flight plan was filed. The flight originated at the sparrevohn long range radar station, Alaska, about 1510. During a telephone conversation with the national transportation safety board (NTSB) investigator-in-charge (iic), on July 22, 1999, the director of operations for the company reported the pilot was returning to Mcgrath after dropping passengers in nikol, Alaska, and freight in sparrevohn. During telephone conversation with the pilot on July 23, 1999, with the NTSB iic, the pilot said he was slow ly descending from 8,500 feet MSL toward Mcgrath. The left main fuel tank of the airplane was empty, and he was operating from the right main fuel tank. Both the left and right wing tip fuel tanks were full of fuel. About 3,500 feet MSL, the engine quit. The engine did not run rough, sputter, or vibrate. The pilot selected the right wing tip tank, turned on the fuel boost pump, and attempted to restart the engine without success. He selected the left wing tip tank, but the engine did not start. He then switched back to the right wing tip tank without success. The pilot selected an emergency landing area in a small opening in the trees. During the landing, the airplane collided with several small trees, and then touched down in soft, boggy terrain. The airplane received damage to the wings, empennage, landing gear, and fuselage. (-23) flight originated part 135, aircraft repositioning from svw to mcg part 91. Aircraft cruising at 8500', the aircraft was being operated on the right main fuel tank with the lt. main known empty, both tip tanks were full of fuel. Pilot started a slow descent, at approximately 3500' engine quit. Propeller windmilling, pilot selected fuel from the rt. Tip tank and attempted restart, then selected lt. tip tank and attempted restart, then switched back to rt. Tip tank attempted restart without success, the pilot selected an emergency landing area in a small opening in the trees. During the landing, the airplane collided with several small trees, and then touched down in soft boggy terrain. The airplane received damage to the wings, empenage, landing gear, and fuselage. (.4) the commercial pilot was returning to his company base after dropping passengers and freight at two intermediate stops. The distance on the route from the company base airport to the accident site, was about 243 nautical miles. The pilot said he landed at his last intermediate stop with the fuel selector on the right main tank, and departed with the fuel selector on the left main fuel tank. Both the left and right wing tip fuel tanks were full of fuel. While descending toward the company base, the engine quit. The pilot selected the right wing tip tank, turned on the fuel boost pump, and attempted to restart the engine without success. He selected the left wing tip tank, but the engine did not start. The pilot made an emergency landing in a small opening in the trees about 15 miles south of the company base airport. During the landing, the airplane collided with several small trees, and then touched down in soft, boggy terrain. The director of operations for the company responded to the accident scene. He reported the left main fuel tank was empty. Fuel was present in the right main tank, and in each wing tip tank. For flight planning purposes, the director of operations said the company uses a fuel burn of 20 gallons per hour, and an airspeed of 125 knots. An FAA inspector inspected the airplane. The inspector reported the left main tank was empty. Fuel flowed from each fuel tank to the engine, except from the left main tank. After replacing the propeller, the engine was started, and it ran normally. The airplane owner's handbook notes that the fuel selector should be changed to another tank before fuel is exhausted from the tank in use. The handbook also notes that it may take up to ten seconds, after switching fuel tanks, to restore power if fuel exhaustion has occurred.