ERA13LA408

The pilot reported that the airplane's digital cockpit fuel gauges indicated that each of the two wing tanks contained about 5 gallons of fuel before departure for the 10- to 15-minute flight. About 4 miles from the destination airport, the engine began to run roughly, and the pilot switched the fuel tank selector from the left wing tank to the right wing tank. The engine continued to run roughly and subsequently experienced a total loss of power. The pilot conducted a forced landing to a cornfield, which resulted in substantial damage to the fuselage and wings. During postaccident examination, the fuel quantity gauges indicated that no fuel remained, and no fuel was observed in either of the wing fuel tanks. Recovery personnel drained a total of 2 gallons of fuel from the airplane before its recovery from the field. An engine test run was performed, and the engine started and ran smoothly and without interruption through all power settings. Despite the pilot's report that a bird strike precipitated the total loss of engine power, no evidence of a bird strike was observed during a postaccident examination of the wreckage. The pilot's operating handbook stated that, at an engine power setting of 75-percent-rated horsepower, the fuel consumption rate was about 14 gallons per hour, or about 0.23 gallon per minute. Given this fuel consumption rate, a 15-minute flight would have consumed about 3.5 gallons, not including the fuel required for engine startup, taxi, and takeoff. The pilot used the digital cockpit fuel gauges as his only indication of the fuel level and did not confirm the displayed quantity either visually or with another fuel measurement device before takeoff.

On September 8, 2013, approximately 1500 eastern daylight time, a Piper PA-24-250, N7333P, was substantially damaged during a forced landing following a total loss of engine power near Woodstock, Connecticut. The private pilot incurred minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which departed Southbridge Municipal Airport (3B0), Southbridge, Massachusetts, and was destined for Danielson Airport (LZD), Danielson, Connecticut. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot stated that prior to departure, digital fuel quantity gauges in the cockpit indicated that both wing fuel tanks contained about 5 gallons of fuel each, but that he did not confirm the quantity with a visual inspection of the tanks. He remarked that the gauges "always show less than what is actually there." Approximately 4 miles from LZD, at an altitude of 2,500 feet, the pilot stated that he "heard something contact the propeller," then impact the windscreen. The engine began to run rough, and the pilot switched the fuel selector from the left wing tank to the right wing tank. The engine continued to run rough, and subsequently experienced a total loss of power. The pilot conducted a forced landing to a cornfield, resulting in substantial damage to the fuselage and wings. A Federal Aviation Administration (FAA) inspector responded to the accident site, and stated that the airplane came to rest upright in a field of corn that had grown to a height of 8 feet. He stated that when electrical power was applied, the digital fuel quantity gauges indicated 0 gallons, and no fuel was observed in either wing tank. The inspector disassembled the fuel lines from the firewall to the fuel pump, and from the fuel pump to the carburetor, and reported that none of the lines contained fuel. The inspector further reported that the airplane's windscreen was broken; however, he observed no blood, feathers, or other evidence consistent with a bird strike. Recovery personnel reported that a total of two gallons of fuel were drained from the airplane prior to its removal from the field. The pilot held a private pilot certificate with a rating for airplane single engine land. He reported to the FAA inspector that he had accumulated 6,500 hours of total flight experience, of which 6,000 hours were in the accident airplane make and model. His most recent FAA third-class medical certificate was issued in October 2013. The 1452 weather observation at Windham Airport (IJD), Willimantic, Connecticut, located approximately 15 nautical miles south of the accident site, included wind from 340 degrees at 11 knots, 10 statute miles visibility, clear skies, temperature 23 degrees C, dew point 6 degrees C, and an altimeter setting of 29.86 inches of mercury. An engine test run was performed on May 15, 2014. Fuel was plumbed to the engine forward of the electric fuel pump, and amakeshift pump was devised to obtain fuel pressure for starting. Engine power settings throughout the test could not be determined, as all cockpit instruments, including the tachometer, had been removed from the airplane; however, the engine started and ran smoothly and without interruption through the full travel of the throttle control for about 3 minutes until the test was stopped. LZD was located about 18 nautical miles south of 3B0, and the pilot reported that the total planned flight time between the two airports was about "10-15 minutes." According to the pilot's operating handbook, the airplane was equipped with two 30-gallon wing fuel tanks. Of the airplane's 60-gallon total fuel capacity, 56 gallons were usable. The handbook also stated that, at 75% rated horsepower, the airplane's fuel consumption was approximately 14 gallons per hour.