# NTSB ERA13LA173: New Piper PA32-301FT, N32EV, Stafford, VA, March 17, 2013 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: March 17, 2013, 07:05 local (11:05 UTC) - Place: Stafford, VA - Coordinates: 38.369998, -77.43 - Nearby events: https://openairdocs.org/map.md?lat=38.3700&lon=-77.4300&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report January 30, 2014 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 86440 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA173 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86440/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86440 - Page: https://openairdocs.org/ntsb/ERA13LA173 ## Probable cause The pilot's improper placement of the fuel tank selector handle during approach, which resulted in a total loss of engine power due to fuel starvation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fuel system: fuel transfer valve](https://openairdocs.org/ntsb-findings/01022824): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [New Piper PA32-301FT, 1 case](https://openairdocs.org/ntsb-findings/01022824/cases.md?model=7104306), [All aircraft, 7 cases](https://openairdocs.org/ntsb-findings/01022824/cases.md) - [Action: incomplete action](https://openairdocs.org/ntsb-findings/02041040): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [New Piper PA32-301FT, 1 case](https://openairdocs.org/ntsb-findings/02041040/cases.md?model=7104306), [All aircraft, 105 cases](https://openairdocs.org/ntsb-findings/02041040/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [New Piper PA32-301FT, 1 case](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=7104306), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [New Piper PA32-301FT, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=7104306), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [New Piper PA32-301FT, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=7104306), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [New Piper PA32-301FT, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=7104306), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that he was conducting a GPS instrument approach with the autopilot engaged when the engine lost power. The pilot chose to land in a nearby field because he determined that the airplane could not reach the airport. He adjusted the airplane to obtain the best-glide airspeed and performed remedial actions, but the engine power was not restored. The airplane struck trees, terrain, and a bulldozer in a construction area where it came to rest. A postaccident examination revealed that the airplane had adequate fuel and that the fuel selector handle was in an intermediate position between the left- and right-tank positions. After the floor was removed from above the fuel selector valve, a visual inspection revealed that the fuel selector valve's lever arm was in an approximate right-tank position but that it was not seated fully in the right-tank detent position. When manipulated, the lever arm was able to be seated fully in the detent of the right-tank position. Further movement of the lever arm revealed that it moved smoothly through its entire range and that it seated fully in both detent positions. Postaccident examination revealed no anomalies of the fuel system that would have precluded normal operation. Examination of data downloaded from the primary flight display and multifunction display revealed engine rpm and fuel flow values consistent with a final approach profile until a significant fuel flow drop occurred, which was followed 6 seconds later by a loss of engine rpm. The data were consistent with a loss of engine power due to the fuel selector being placed in an intermediate position during an attempted fuel tank switch. ## Factual narrative On March 17, 2013, about 0705 eastern daylight time, a Piper PA32-301FT, N32EV, was substantially damaged during a forced landing on approach to Stafford Regional Airport (RMN), Stafford, Virginia. The airline transport pilot and the passenger/owner were seriously injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight that departed Hummel Field (W75), Saluda, Virginia at 0626. The business flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. According to the pilot, the purpose of the flight was to take the owner/passenger to RMN, pick up another passenger, and then drop both passengers at Washington/Dulles International Airport (IAD). After before-landing checks were completed, the airplane was established on the GPS Runway 33 approach, crossed GRUBY intersection at 2,500, crossed RISVE, then the final approach fix (CODAC) at 2,000 feet with the airport in sight. The pilot stated the autopilot was engaged, and the airplane was "on course and on glidepath," when the engine "started to fail." The engine sputtered and the pilot selected a forced landing site because he determined the airplane could not reach the airport. The pilot adjusted to best glide airspeed (80 knots) and performed remedial actions and "switched tanks again," but engine power was not restored. The airplane struck trees, terrain, and a bulldozer in a construction area where it came to rest. According to Federal Aviation Administration (FAA) and operator records, the airplane was manufactured in 2006 and had accrued 800 total aircraft hours as of the date of the accident. Its most recent annual inspection was completed August 3, 2012. The pilot held an airline transport pilot certificate with ratings for airplane single-engine, multiengine, and instrument airplane. His most recent FAA second-class medical certificate was issued November 19, 2012. The pilot reported 8,586 total hours of flight experience, of which 341 hours were in the accident airplane make and model. The airplane was examined at the accident site by FAA inspectors, and they reported that both wings, while separated from the airframe, contained fuel. Examination of the cockpit revealed fuel selector was in an intermediate position between the left-tank and right-tank positions. The airplane and its components were retained for a detailed examination at a later date. The primary flight display (PFD) and the multi-function display (MFD) were removed for examination at the NTSB Recorders Laboratory, Washington, DC. On September 26, 2013, the recorders were examined and data were extracted from each. The data captured was graphed and depicted the entire event flight from 06:20:00 EDT to 07:00:00 EDT. The graphs contained engine parameters and autopilot states such as Exhaust Gas Temperature (EGT), Fuel Flow, Flight Director, and Glideslope mode. At 06:55:55, a marker highlighted where engine rpm was reduced to1,100, and fuel flow was reduced to about 5 gallons per hour (gph); consistent with a final approach profile. At 06:57:37, fuel flow decayed to near 0 gph, followed by a rapid loss of engine rpm approximately 6 seconds later. The first step in the "Approach and Landing" checklist in the Pilot Operation Handbook was: Fuel Selector – Proper Tank. The third step in the "Engine Power Loss in Flight" checklist was, "if altitude permits: Fuel Selector – Switch to tank containing fuel." On May 1, 2013, the airplane was examined in Clayton, Delaware. Examination revealed that the fuel selector handle was in a position between the left tank position and the right tank position. The floor was then removed from above the fuel selector valve, and a visual inspection revealed the lever arm on the fuel selector valve was in an approximate right-tank position, but not in the right-tank detent position. Manipulation of the lever arm placed the arm firmly in the detent of the right-tank position. Movement of the lever arm revealed that the arm moved smoothly, and without restriction, between the left-tank and right-tank detent positions. The arm seated fully in both detent positions. Continuity of the fuel system was confirmed from the wing root to the flow divider, and fuel was then plumbed from the right wing root to the engine, and an engine start was attempted. The engine started immediately, and ran smoothly for a brief period before it stopped. Operation of the engine driven fuel pump was confirmed, but fuel pumped from the fuel injector servo was intermittent. Inspection of the servo body revealed impact damage. The fuel injector servo was removed and disassembled. The fuel servo fuel inlet screen was removed and was absent of debris. Removal of the servo body cover plate revealed that the plate screws were bent by impact, and the interior bore of the screw holes displayed impact transfer marks. The fuel servo metering needle was displaced in its mount, and would not move freely through its designed movement range. When manipulated, the pin was freed, and moved freely through its intended range. ## Aircraft - Registration: [N32EV](https://openairdocs.org/deregistered/N32EV-2015-06-03), registration cancelled 2015-06-03, S/N 3232058, built 2006 (OpenAirDocs) - Reported make and model: NEW PIPER AIRCRAFT INC PA32-301FT - Registry model: [New Piper PA32-301FT](https://openairdocs.org/model/new-piper-pa32-301ft) (registry code 7104306) (OpenAirDocs) - Registry engine: [Lycoming IO-540-K1G5](https://openairdocs.org/engine/lycoming-io-540-k1g5) (registry code 41674, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 3232058 - Airframe hours: 800 - Engines: LYCOMING IO-540-K1G5 300 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Operator: Alberto Toledo - Registered owner: Total Security Products Corp - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 3, 2012, 100 hours before - Departed: W75, Saluda, VA - Destination: RMN, Stafford, VA - Flight plan: IFR - Airport: RMN, Stafford Regional Airport, runway 33, 5,000 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: serious; airline transport, commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review February 15, 2013; seat: left; flight hours: 8,586 total, 341 in this make and model, 8,034 as pilot in command, 44 in the last 90 days, 25 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 5 statute miles - Lowest ceiling: none - Temperature: 36 °F, dew point 34 °F - Altimeter: 30.10 inHg - Observed at: RMN, 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 20130317014019A](https://openairdocs.org/incident/20130317014019A), Mar 17, 2013: New Piper Aircraft Inc PA32-301FT, Stafford, VA, Destroyed. The aircraft was on approach to Stafford airport to pick up a passenger in VMC conditions. During the approach to the airport the aircraft experienced an… ## Docket (13 files) The files NTSB released with the investigation on December 2, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86440. 16.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 873 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405241&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Interview Summary (item 2, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405242&FileExtension=.PDF&FileName=Pilot%20Interview%20Summary-Master.PDF - FAA Inspector Interview Summary (item 3, .PDF, 23 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405265&FileExtension=.PDF&FileName=FAA%20Inspector%20Interview%20Summary-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 4, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40391792&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Multi-Function Displays-Specialist's Factual Report (item 5, .PDF, 6 photos, 593 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40401786&FileExtension=.PDF&FileName=Multi-Function%20Displays-Specialist%27s%20Factual%20Report-Master.PDF - Multi-Function Displays - Attachment 1 - Specialist's Factual Report (item 6, .CSV, 755 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40401787&FileExtension=.csv&FileName=Multi-Function%20Displays%20-%20Attachment%201%20-%20Specialist%27s%20Factual%20Report-Master.csv - Photo 1 - View of Main Wreckage as Found (FAA) (item 7, .PDF, 133 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40403549&FileExtension=.PDF&FileName=Photo%201%20-%20View%20of%20Main%20Wreckage%20as%20Found%20(FAA)-Master.PDF - Photo 2 - Throttle Quadrant and Fuel Selector as Found (FAA) (item 8, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40403548&FileExtension=.PDF&FileName=Photo%202%20-%20Throttle%20Quadrant%20and%20Fuel%20Selector%20as%20Found%20(FAA)-Master.PDF - Photo 3 - View of Fuel Selector as Found (FAA) (item 9, .PDF, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40403551&FileExtension=.PDF&FileName=Photo%203%20-%20View%20of%20Fuel%20Selector%20as%20Found%20(FAA)-Master.PDF - Photo 4 - View of Fuel Selector Valve as Found (Lycoming) (item 10, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40403621&FileExtension=.PDF&FileName=Photo%204%20-%20View%20of%20Fuel%20Selector%20Valve%20as%20Found%20(Lycoming)-Master.PDF - Photo 5 - View of Fuel Injector Servo Cover Plate and Impact Damage to Screw at 2 O'Clock Position (item 11, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405383&FileExtension=.PDF&FileName=Photo%205%20-%20View%20of%20Fuel%20Injector%20Servo%20Cover%20Plate%20and%20Impact%20Damage%20to%20Screw%20at%202%20O%27Clock%20Position-Master.PDF - Photo 6 - View of Thread Damage to Cover Plate Mount Screw Bore (item 12, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405384&FileExtension=.PDF&FileName=Photo%206%20-%20View%20of%20Thread%20Damage%20to%20Cover%20Plate%20Mount%20Screw%20Bore-Master.PDF - Photo 7 - View of Impact Damaged (Bent) Servo Cover Plate Mount Screws (item 13, .PDF, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405385&FileExtension=.PDF&FileName=Photo%207%20-%20View%20of%20Impact%20Damaged%20(Bent)%20Servo%20Cover%20Plate%20Mount%20Screws-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. --- 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.