# Accident 20010212003119A: Piper PA28140, Owasso, OK, February 12, 2001 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: February 12, 2001, 00:40 local time - Place: Owasso, OK - Damage: Substantial damage - Phase of flight: Fcd/Prec Ldg From Cruise - Operating rules: General operating rules (Part 91) - Location: 36.2792° N, 95.8309° W: From the FAA, an estimate near the named town, within about 3 miles - Nearby events: https://openairdocs.org/map.md?lat=36.2792&lon=-95.8309&mi=10 - Aircraft: N2457Q, a cancelled registration (https://openairdocs.org/deregistered/N2457Q-2013-04-15) (OpenAirDocs) - Registry model: Piper PA-28-140 (registry code 7102802, https://openairdocs.org/model/piper-pa-28-140) (OpenAirDocs) - Registry engine: Lycoming 0-320 series (registry code 41508, https://openairdocs.org/engine/lycoming-0-320-series) (OpenAirDocs) - Reported make and model: PIPER PA28140 - Reported engine: LYC O320E3D - People aboard: 2 - Fatal injuries: 0 - Pilot flight hours: 547 total, 12 in this make and model, 29 in the last 90 days - NTSB investigation: [NTSB FTW01LA066](https://openairdocs.org/ntsb/FTW01LA066) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20010212003119A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (-19) ON FEBRUARY 12, 2001, AT 0030 CENTRAL DAYLIGHT TIME, A PIPER PA-28-14SINGLE ENGINE AIRPLANE, N2457Q, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR OWASSO, OKLAHOMA. THE COMMERCIAL PILOT, AND A PILOT-RATED PASSENGER WERE NOT INJURED, AND ANOTHER PASSENGER RECEIVED MINOR INJURIES. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY PHIL AIR FLIGHT OF DAYTONA BEACH, FLORIDA. NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM GREENVILLE, MISSISSIPPI, AND WAS DESTINED FOR TULSA, OKLAHOMA. ACCORDING TO THE OPERATOR, THE PILOT-RATED PASSENGER WAS BEING FLOWN TO TULSA IN ORDER TO PICK UP AND FLY AN ADDITIONAL AIRPLANE BACK TO DAYTONA BEACH. THE PILOT MADE A FUEL STOP IN GREENVILLE AND FILED THE IFR FLIGHT PLAN. DURING THE FLIGHT, THE PILOT REPORTED TO AIR TRAFFIC CONTROL THAT HIS ALTERNATOR WAS FAILING. SOON THEREAFTER, THE ENGINE LOST POWER. AIR TRAFFIC CONTROL GAVE THE PILOT A RADAR VECTOR TO CLAREMONT, OKLAHOMA. THE AIRPLANE COULD NOT REACH THE AIRPORT AND DESCENDED THROUGH THE CLOUDS UNTIL IT REACHED VISUAL METEOROLOGICAL CONDITIONS APPROX. 800 FEET AGL. THE PILOT ATTEMPTED TO LAND THE AIRPLANE IN A FIELD. DURING THE LANDING ROLL, THE AIRPLANE'S RIGHT WING IMPACTED A FENCE, RESULTING IN THE WING SEPARATING FROM THE AIRPLANE. (-23)ON FEBRUARY 12, 2001, AT 0030 CST, A PIPER PA-28-140, N2457Q, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER, NEAR OWASSO, OKLAHOMA. THE COMMERCIAL PILOT AND PILOT RATED PASSENGER WERE NOT INJURED. THE THIRD OCCUPANT RECEIVED ONLY MINOR INJURIES. THE CROSS COUNTRY FLIGHT ORIGINATED FROM GREENVILLE, MS. WITH ANINTENDED DESTINATION OF TULSA, OKLAHOMA. ACCORDING TO THE OPERATOR, THE A/C WAS BEING FLOWN TO TULSA, OKLAHOMA AFTER MAKING A FUEL STOP IN GREENVILLE, WHERE THE IFR FLIGHT PLAN WAS FILED. DURING THE FLIGHT THE PILOT REPORTED TO AIR TRAFFIC CONTROL THAT THE ALTERNATOR WAS FAILING. SOON THEREAFTER, THE ENGINE LOST POWER. ATC GAVE THE PILOT A RADAR VECTOR TO CLAREMORE, OKLAHOMA. THE A/C OULD NOT REACH THE AIRPORT, AND DESCENDED THROUGH THE CLOUDS UNTIL IT REACHED METEOROLOGICAL CONDITIONS APPROX. 800 FEET AGL. THE PILOT ATTEMPTED A LANDING IN A FIELD, DURING WHICH TIME THE AIRPLANE'S RIGHT WING IMPACTED A TREE-LINE, RESULTING IN THE WING'S SEPARATION. (.4) ON FEBRUARY 12, 2001, AT 0040 CENTRAL STANDARD TIME, A PIPER PA-28-140 SINGLE-ENGINE AIRPLANE, N2457Q, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING FOLLOWING A LOSS OF ENGINE POWER NEAR OWASSO, OKLAHOMA. THE TWO FRONT SEAT COMMERCIAL PILOTS WERE NOT INJURED AND THE PILOT-RATED REAR SEAT PASSENGER RECEIVED MINOR INJURIES. THE AIRCRAFT WAS REGISTERED TO A PRIVATE INDIVIDUAL AND WAS OPERATED BY PHIL AIR FLIGHT CENTER OF DAYTONA BEACH, FLORIDA. DARK NIGHT INSTRUMENT METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN WAS FILED FOR THE 14 CODE OF FEDERAL REGULATIONS PART 91 BUSINESS FLIGHT. THE CROSS-COUNTRY FLIGHT ORIGINATED FROM DAYTONA BEACH, FLORIDA, MADE THREE FUEL STOPS, AND WAS DESTINED FOR THE RICHARD LLOYD JONES JR. AIRPORT IN TULSA, OKLAHOMA. THE ACCIDENT LEG OF THE CROSS-COUNTRY FLIGHT DEPARTED GREENWOOD, MISSISSIPPI, AT 2035. ACCORDING TO WRITTEN STATEMENTS PROVIDED BY THE TWO COMMERCIAL PILOTS, THE LEFT FRONT SEAT PILOT WAS THE "FLYING PILOT" AND THE RIGHT FRONT SEAT PILOT WAS THE "NONA-FLYING PILOT," WHO WAS NAVIGATING AND COMMUNICATING WITH AIR TRAFFIC CONTROL (ATC) DURING THE ACCIDENT LEG OF THE CROSS-COUNTRY FLIGHT. DURING THE PREVIOUS LEGS OF THE CROSS-COUNTRY FLIGHT, THE FLIGHT CREW CALCULATED THE FUEL FLOW TO BE APPROXIMATELY 10 GALLONS/HOUR. AT GREENWOOD, THE FLIGHT CREW TOPPED OFF THE FUEL TANKS WITH 21.7 GALLONS OF FUEL. ACCORDING TO THEIR STATEMENTS, THEY DEPARTED GREENWOOD AND WERE REQUESTED TO CLIMB TO 6,000 FEET. THE RIGHT SEAT PILOT STATED THAT "THE AIRCRAFT HAD TROUBLE REACHING ALTITUDE, AND A STRONG HEADWIND DECREASED OUR GROUND SPEED TO ABOUT 80 KNOTS. AFTER 20 MINUTES, I NOTICED INDICATIONS OF CARBURETOR ICING." THE PILOTS THEN APPLIED CARBURETOR HEAT AND REQUESTED A LOWER ALTITUDE, WHICH WAS DENIED. THE RIGHT SEAT PILOT STATED THAT SHE AMENDED THE ESTIMATED TIME OF ARRIVAL DUE TO THE STRONG HEADWINDS, AND THE LEFT SEAT PILOT REDUCED THE ENGINE RPM AND LEANED THE MIXTURE TO EXTEND THEIR RANGE. THE PILOTS REPORTED THAT APPROXIMATELY 35 NAUTICAL MILES FROM TULSA, THE LOW VOLTAGE LIGHT ILLUMINATED AND THE AMMETER INDICATED ZERO. THE PILOTS "READ THE APPROPRIATE CHECKLIST" AND REQUESTED A DIVERSION TO THE NEAREST AIRPORT WITH A PRECISION AP PROACH AND A DESCENT TO THE MINIMUM SAFE ALTITUDE OF 2,500 FEET. ATC PROVIDED RADAR VECTORS TO TULSA INTERNATIONAL AIRPORT (TUL). DURING THE DIVERSION, THE FLIGHT CREW ELECTED TO OPERATE THE ENGINE WITH THE LEFT FUEL TANK SELECTED SINCE THEY ESTIMATED THAT IT CONTAINED APPROXIMATELY 5 GALLONS OF FUEL, AND THE RIGHT FUEL TANK CONTAINED APPROXIMATELY 10 GALLONS OF FUEL. WHEN THE FLIGHT WAS 15-20 NAUTICAL MILES FROM TUL, THE ENGINE STARTED TO "SHAKE AND MAKE A LOT OF NOISE." THE LEFT SEAT PILOT STATED THAT HE "THOUGHT (THEY) HAD RUN OUT OF GAS ON THE LEFT TANK," SO THE RIGHT SEAT PILOT ATTEMPTED TO SWITCH THE FUEL SELECTOR FROM THE LEFT FUEL TANK TO THE RIGHT FUEL TANK; HOWEVER, SHE "FUMBLED WITH THE HANDLE." WHEN THE FUEL SELECTOR WAS SWITCHED TO THE RIGHT FUEL TANK, THE ENGINE POWER DID NOT CHANGE. THE PILOTS INFORMED ATC THAT THEY WERE LOSING ENGINE POWER AND REQUESTED A VECTOR TO THE NEAREST AIRPORT. THE CONTROLLER VECTORED THE FLIGHT TO THE CLAREMORE REGIONAL AIRPORT. AS THE FLIGHT DESCENDED THROUGH THE CLOUDS, THE RIGHT SEAT PILOT ATTEMPTED TO ILLUMINATE THE RUNWAY LIGHTS AT CLAREMORE; HOWEVER, THEY COULD NOT FIND THE AIRPORT. AT 800 FEET AGL, THE AIRPLANE BROKE OUT OF THE CL OUDS, AND THE PILOTS REALIZED THAT THEY WOULD NOT BE ABLE TO MAKE THE AIRPORT. THE LEFT SEAT PILOT SAW A LIGHTED TOWER, WHICH ILLUMINATED A GRASS FIELD, AND MADE A SERIES OF STEEP TURNS TO LINE THE AIRCRAFT UP WITH THE FIELD. THE RIGHT SEAT PILOT TURNED ON THE LANDING LIGHT, NOTICED POWER LINES IN FRONT OF THE AIRCRAFT, AND PUSHED FORWARD ON THE CONTROL YOKE. THE BOTTOM SIDE OF THE AIRPLANE SCRAPED THE TOPS OF TREES. THE PILOTS LANDED THE AIRPLANE IN THE FIELD WHERE THE RIGHT WING IMPACTED A FENCE POST. SUBSEQUENTLY, THE RIGHT WING TORE AWAY FROM THE AIRCRAFT, THE AIRPLANE ROLLED ONTO ITS RIGHT SIDE AND SKIDDED APPROXIMATELY 50 FEET PRIOR TO COMING TO REST UPRIGHT. ACCORDING TO THE FAA INSPECTOR, WHO RESPONDED TO THE ACCIDENT SITE, THE RIGHT WING FUEL TANK WAS COMPROMISED DURING THE EMERGENCY LANDING, AND THE LEFT FUEL TANK CONTAINED A NOMINAL AMOUNT OF FUEL. THE LAST RECORDED TRANSMISSION WITH THE FLIGHT CREW WAS AT 0038. THE FLIGHT HAD BEEN AIRBORNE FOR 4 HOURS AND 3 MINUTES AT THIS TIME. ACCORDING TO THE PILOT OPERATING HANDBOOK, THE PA-28-140 HAS A USABLE FUEL CAPACITY OF 49.6 GALLONS (24.8 GALLONS IN EACH WING). THE AVERAGE FUEL CONSUMPTION RATE AT 75% RATED POWER IS 10 G ALLONS/HOUR, WHICH WOULD PROVIDE AN ENDURANCE OF 4 HOURS AND 58 MINUTES. ON JUNE 11, 2001, AN FAA AIRWORTHINESS INSPECTOR OBSERVED AN ENGINE TEST RUN AT THE AIRCRAFT SALVAGE FACILITY. ACCORDING TO THE FAA INSPECTOR, HE OBSERVED THAT THE FUEL STRAINER WAS EMPTY. A FUEL CONTAINER WAS CONNECTED TO THE FUEL SELECTOR'S LEFT FUEL TANK LINE CONNECTION, THE ENGINE WAS PRIMED WITH THE BOOST PUMP, AND AN ENGINE START WAS ATTEMPTED. THE FAA INSPECTOR STATED THAT THE BATTERY WAS LOW AND NOT CAPABLE OF TURNING OVER THE ENGINE CRANKSHAFT. AN EXTERNAL POWER SOURCE WAS CONNECTED TO THE AIRCRAFT AND THE ENGINE STARTED "NORMALLY." THE ENGINE WAS INITIALLY RUN AT 1,000 RPM, WITH AN ALTERNATOR OUTPUT OF 20 AMPS. THE ENGINE WAS THEN OPERATED AT 2,500 RPM WITH NO ANOMALIES NOTED. ## 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 FTW01LA066](https://openairdocs.org/ntsb/FTW01LA066), Feb 12, 2001: Piper PA-28-140 (N2457Q), Owasso, OK, substantial damage. Probable cause: the pilot's delay in switching the fuel selector, which resulted in fuel starvation in cruise flight. ## Other reports on N2457Q (1) Matched to the same aircraft by N-number and date. - [Incident 19990215041539I](https://openairdocs.org/incident/19990215041539I), Feb 15, 1999: Piper PA28140 (N2457Q), Daytona Beach, FL. (-23) N2457Q, a PA-28-140 was taxing to obtain fuel at the dayton Beach, flairport. The PIC [privacy data omitted] was instructed by the ground control amended… 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.