# NTSB CEN17LA186: Piper PA 28-140, N3976K, Muskogee, OK, May 13, 2017

- Type: NTSB accident investigation
- Classification: Accident · Minor injuries · Limited investigation · Final report
- Date: May 13, 2017, 15:00 local (20:00 UTC)
- Place: Muskogee, OK
- Coordinates: 35.702777, -95.376945 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=35.7028&lon=-95.3769&mi=10
- Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping)
- Defining event: [Enroute-cruise: Fuel starvation](https://openairdocs.org/ntsb-events/191)
- Highest injury: Minor injuries
- Injuries: 1 minor, 1 uninjured
- Status: Completed, report July 26, 2017
- Report: Approved by Office Director
- NTSB office: Central Region
- Parties: Federal Aviation Administration-Oklahoma City FSDO
- NTSB case key (mKey): 95192
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN17LA186
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95192/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95192
- Page: https://openairdocs.org/ntsb/CEN17LA186

## Probable cause

The pilot's improper in-flight fuel management, which resulted in a partial loss of engine power due to fuel starvation.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-28-140, 16 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=7102802), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md)
- [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Piper PA-28-140, 32 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=7102802), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md)
- [Object/animal/substance: sign/marker](https://openairdocs.org/ntsb-findings/03022015): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Piper PA-28-140, 8 cases](https://openairdocs.org/ntsb-findings/03022015/cases.md?model=7102802), [All aircraft, 214 cases](https://openairdocs.org/ntsb-findings/03022015/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Enroute-cruise: Fuel starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [Piper PA-28-140, 17 cases](https://openairdocs.org/ntsb-events/191/sequence.md?model=7102802), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md)
- [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-28-140, 56 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102802), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28-140, 137 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102802), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The private pilot was conducting a local area flight when the airplane experienced a partial loss of engine power. The pilot stated that he applied carburetor heat, switched fuel tanks (from left to right), activated the electric fuel pump, and verified magneto operation; however, despite his corrective actions, the engine continued to operate at 500 rpm. He chose to make a forced landing on a nearby highway. The pilot reported that, shortly before the landing flare, the left wing struck a road sign, and the airplane swerved left into the grass median. A postaccident examination revealed that the left wing fuel tank did not contain any usable fuel; less than 1 quart of fuel was drained from the tank. A visual inspection of the left wing fuel tank revealed that it was intact and appeared undamaged. Further, there was no evidence of a fuel leak from either wing tank. The fuel selector was found positioned to draw fuel from the right fuel tank, which contained about 10 gallons of fuel. The fuel samples collected from each wing tank did not contain any water or particulates. The fuel supply line located between the engine-driven fuel pump and the carburetor did not contain any fuel, and the carburetor bowl contained residual fuel. The electric fuel pump functioned normally when tested after the accident. The partial loss of engine power was due to the pilot's improper in-flight fuel management, which resulted in fuel starvation to the engine after all of the usable fuel in the left wing tank had been consumed.

## Factual narrative

On May 13, 2017, about 1500 central daylight time, a Piper PA-28-140 single-engine airplane, N3976K, sustained substantial damage during a forced landing following a partial loss of engine power during cruise flight near Muskogee, Oklahoma. The private pilot was not injured and his passenger sustained minor injuries. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local flight that departed Davis Field Airport (MKO), Muskogee, Oklahoma, about 1440.The pilot reported that he had flown from Robert S. Kerr Airport (RKR), Poteau, Oklahoma, to MKO earlier in the day. The pilot stated that before departing RKR he observed the fuel level was below the filler tab in each wing tank, and estimated that each wing fuel tank contained 10 to 12 gallons of fuel. He recalled that the cross-country flight from RKR to MKO was uneventful and that he switched fuel tanks (from right to left) about halfway through the 45 minute flight. After landing at MKO, the pilot met a friend and two of her children, to whom he provided two short flights. The first flight was about 10 minutes and remained in the airport traffic pattern. The second flight was over the city of Muskogee, Oklahoma. The pilot reported that about 20 minutes into the second flight, the airplane experienced a partial loss of engine power at 3,000 ft mean sea level over downtown Muskogee. The pilot stated that he applied carburetor heat, switched fuel tanks (from left to right), activated the electric fuel pump, and verified magneto operation; however, despite his corrective actions, the engine continued to operate at 500 rpm. He chose to make a forced landing on the southbound lanes of US Highway 64. The pilot reported that shortly before the landing flare, the left wing struck a road sign, and the airplane swerved left into the grass median. The nose landing gear fork then separated from the strut and the airplane came to rest in a nose-down attitude. A Federal Aviation Administration airworthiness inspector examined the airplane after it had been recovered from the accident site to MKO. The inspector observed substantial damage to the main wing spar, immediately outboard of the left wing tank. The inspector stated that the he found the fuel selector positioned to draw fuel from the right fuel tank, which contained about 10 gallons of fuel. The inspector observed the fuel level was about 1.5 inch below the right tank filler tab. The left wing tank did not contain any usable fuel; less than 1 quart of fuel was drained from the tank. The fuel recovered from the left wing tank was blue in color and did not contain any water or particulate. A visual inspection of the left wing tank revealed it was intact with no apparent damage. Additionally, there was no evidence of a fuel leak from either wing tank. The fuel supply line located between the engine driven fuelpump and the carburetor did not contain any fuel. The carburetor bowl contained residual fuel. The inspector stated that when he turned-on the electric fuel pump, with the fuel selector on the left fuel tank, the pump cavitated and discharged minimal fuel. The inspector then switched to the right fuel tank and the pump cavitated for a few seconds before it established a typical fuel flow. The fuel discharged from the electric fuel pump was blue in color and did not contain any water or particulate.

## Aircraft

- Registration: [N3976K](https://openairdocs.org/deregistered/N3976K-2018-02-13), registration cancelled 2018-02-13, S/N 28-23862, built 1967 (OpenAirDocs)
- Reported make and model: PIPER PA 28-140 (140)
- Registry model: [Piper PA-28-140](https://openairdocs.org/model/piper-pa-28-140) (registry code 7102802) (OpenAirDocs)
- Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: 28-23862
- Year built: 1967
- Airframe hours: 3999.2
- Engines: Lycoming O-320-E2A 150 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, February 5, 2017, 14 hours before
- Departed: MKO, Muskogee, OK
- Destination: MKO, Muskogee, OK
- Equipment: Handheld GPS, Stall warning system

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 61; injuries: none; private; airplane ratings: single-engine land; medical: class 2, with waivers/limitations; seat: left; restraint: lap only; flight hours: 906 total, 80 in this make and model

## Weather

- Conditions: Visual (VMC), Day
- Wind: 150° at 4 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 79 °F, dew point 48 °F
- Altimeter: 29.96 inHg
- Observed at: MKO, 3 nm away

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 20170513024509A](https://openairdocs.org/incident/20170513024509A), May 13, 2017: Piper PA-28-140, Muskogee, OK, Substantial damage. The aircraft was on a pleasure flight and lost power and had to make an off airport landing approximately 3 mi. Nne of (kmko) Davis Field, Muskogee, OK. On…

## Docket (4 files)

The files NTSB released with the investigation on May 30, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95192. 1.2 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 896 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452604&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF
- Memorandum of Conversation with Pilot (item 2, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452605&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20with%20Pilot-Master.PDF
- Memorandum of Conversation with FAA Inspector (item 3, .PDF, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452606&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20with%20FAA%20Inspector-Master.PDF
- Weather Reports (item 4, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40452607&FileExtension=.PDF&FileName=Weather%20Reports-Master.PDF

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.

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