ATL94LA060

The private pilot was in cruise flight at 4,500 feet MSL. At that time, he observed the fuel gauges to read one quarter tank on the left, and full on the right. The engine quit, and he set up for best glide speed. He cycled the carb heat, and checked the magnetos. He switched to the right tank, but was unable to restart the engine. After about one minute, he switched back to the left tank. He continued restart procedures as he set up for a forced landing. The aircraft struck power lines prior to colliding with the ground. The pilot reported that the right fuel tank was selected when the aircraft crashed. An examination of the wreckage, including a successful engine run, failed to reveal any reason for the loss of power, or for the failure of the engine to restart.

On March 5, 1994, at about 1740 eastern standard time, a Piper PA-28-180, N43571, collided with power lines and terrain during a forced landing attempt near St. Matthews, South Carolina. The aircraft was substantially damaged. The private pilot was not injured. The aircraft was operated under 14 CFR Part 91 by JB Aviation of Winnsboro, South Carolina. Visual meteorological conditions existed at the time, and no flight plan was filed for the personal flight to Winnsboro. The flight originated in Summerville, South Carolina, at 1710.

The pilot reported the following: During the preflight inspection at his last departure point, he visually observed the left fuel tank to be about one quarter full, while the right tank was full. He departed the airport in Summerville and was cruising at 4,500 feet mean sea level when the engine quit. At that time, the fuel gauges read one quarter tank on the left, and full on the right. He immediately assumed best glide speed and attempted to restart the engine. He switched the fuel tank selector valve to the right tank position. He cycled the carburetor heat on, then off, and tested the magnetos. After about one minute of attempting to start the engine on the right tank, he switched back to the left tank. He set up for a forced landing, and maneuvered the aircraft toward a clear area. During the landing, the aircraft collided with a power line, and the aircraft then collided with the ground. He recalled that when the aircraft crashed, the fuel tank selector valve was in the right tank position. He tried to turn the fuel selector to "off" following the accident, however, the handle would not go to that position. Since the left fuel tank was ruptured, he selected the left tank, and turned the other aircraft switches off.

An inspector from the Federal Aviation Administration inspected the aircraft following the accident. He reported that both fuel cells were empty, and that the local law enforcement authorities at the accident site drained approximately 22 gallons of fuel from the right fuel tank. The aircraft was transported to a storage facility, and the fuel system was fitted for a test run of the engine. A hose was connected to the fuel boost pump, with the other end inserted in a fuel can. The boost pump operated, and positive fuel pressure was observed. The engine started and ran after the propeller turned about four blades. After the engine ran satisfactorily for about one minute, the fuel selector was switched from the right to the left tank, and again the engine started and ran normally.