# NTSB ERA13LA408: Piper PA-24-250, N7333P, Woodstock, CT, September 8, 2013 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: September 8, 2013, 15:00 local (19:00 UTC) - Place: Woodstock, CT - Coordinates: 41.569999, -72.010002 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.5700&lon=-72.0100&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report August 14, 2014 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - NTSB case key (mKey): 88013 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA408 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/88013/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=88013 - Page: https://openairdocs.org/ntsb/ERA13LA408 ## Probable cause The pilot’s improper preflight inspection, which resulted in fuel exhaustion and a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-24-250, 12 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=7102404), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Piper PA-24-250, 24 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=7102404), [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. - [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) (defining event); cases with it: [Piper PA-24-250, 11 cases](https://openairdocs.org/ntsb-events/192/sequence.md?model=7102404), [All aircraft, 804 cases](https://openairdocs.org/ntsb-events/192/sequence.md) - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Piper PA-24-250, 23 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102404), [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: [Piper PA-24-250, 23 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102404), [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-24-250, 55 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102404), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis 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. ## Factual narrative 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. ## Aircraft - Registration: [N7333P](https://openairdocs.org/deregistered/N7333P-2017-10-26), registration cancelled 2017-10-26, S/N 24-2512, built 1961 (OpenAirDocs) - Reported make and model: PIPER PA-24-250 - Registry model: [Piper PA-24-250](https://openairdocs.org/model/piper-pa-24-250) (registry code 7102404) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-2512 - Year built: 1961 - Engines: LYCOMING 0-540 SERIES 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Elms John H Jr - Registered owner: Elms John H Jr - Airworthiness certificate: Standard, Normal - Departed: 3B0, Southbridge, MA - Destination: LZD, Danielson, CT - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review March 15, 2013; flight hours: 6,500 total, 6,000 in this make and model, 100 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 43 °F - Altimeter: 29.86 inHg - Observed at: IJD, 15 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 20130908017759A](https://openairdocs.org/incident/20130908017759A), Sep 8, 2013: Piper PA-24-250, Woodstock, CT, Substantial damage. On 09/08/13 [privacy data omitted] at approximately 1300 departed southbridge airport (3B0) in his aircraft N7333P, a Piper PA-24-250, intending to fly to… ## Docket (6 files) The files NTSB released with the investigation on July 8, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=88013. 7.1 MB in all. - Memorandum for Record: NTSB Form 6120.1 (item 1, .PDF, 162 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414110&FileExtension=.PDF&FileName=Memorandum%20for%20Record%3A%20NTSB%20Form%206120.1-Master.PDF - FAA Email Regarding Fuel (item 2, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414111&FileExtension=.PDF&FileName=FAA%20Email%20Regarding%20Fuel%20-Redacted.PDF - Memorandum for Record: Engine Test Run (item 3, .PDF, 131 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414112&FileExtension=.PDF&FileName=Memorandum%20for%20Record%3A%20Engine%20Test%20Run-Master.PDF - Photo 1 – Airplane as it came to rest (Courtesy of FAA) (item 4, .PDF, 2.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414113&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Airplane%20as%20it%20came%20to%20rest%20(Courtesy%20of%20FAA)%0D%0A-Master.PDF - Photo 2 – Aerial view of accident location (item 5, .PDF, 270 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414114&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Aerial%20view%20of%20accident%20location%0D%0A-Master.PDF - Photo 3 – Airplane prior to engine test run (item 6, .PDF, 3.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414115&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Airplane%20prior%20to%20engine%20test%20run%0D%0A-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.