ERA15LA149

The pilot reported that, about 10 miles from the destination airport, he switched the left and right fuel tanks from the auxiliary position to the main tank position. On final approach for landing and when the airplane was at an altitude of about 500 ft, the engine stopped producing power. The propeller continued to rotate, but the engine did not respond to throttle inputs. The pilot stated that he then switched the fuel selectors from the main tank position back to the auxiliary tank position and turned on the electric fuel boost pumps, but the engine did not regain power. He added that, each time he moved the fuel selectors, he visually confirmed their position. The pilot performed a forced landing to a parking lot, during which the airframe aft of the engine compartment was fractured and the fuselage was substantially damaged. There was no odor of fuel or evidence of fuel spillage at the accident scene; however, the fuel caps were removed, and large quantities of fuel were found in each wing tank. Examination of the cockpit revealed that both the left and right tank fuel selectors were in the "off" position and that the fuel selector position decal had been displaced upward and over each handle by impact forces, which indicates that the fuel selectors were in the "off" position at impact and not moved subsequently. Continuity of the fuel system was confirmed from all four fuel tanks, through the fuel selectors, to the fuel supply line forward of the firewall. The engine was test run, and it started immediately, accelerated smoothly, and ran without interruption at all power settings.

On March 9, 2015, about 1410 eastern daylight time, a Piper PA-24-250, N6514P, was substantially damaged during collision with a vehicle and storage container after a total loss of engine power on final approach to Page Field Airport (FMY), Fort Meyers, Florida. The private pilot was seriously injured and the passenger was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed St. Pete-Clearwater International Airport (PIE) about 1335 and was destined for FMY.In a telephone interview, the pilot stated the airplane's fuel tanks contained about 85 gallons of fuel prior to departure. He said that preflight inspection, engine start, engine run-up, taxi and takeoff were as expected and that "all systems were normal." The pilot took off and climbed the airplane to 3,500 feet. About 10 miles from FMY, the pilot contacted air traffic control (ATC), and he was instructed to report again at 4 miles from the airport. The pilot moved the fuel selectors from the auxiliary to main tank positions. At 4 miles from FMY, the pilot contacted ATC and configured the airplane for landing. On final approach for landing, at an altitude about 500 feet, the engine stopped producing power. The propeller continued to rotate, but the engine did not respond to throttle inputs. The pilot switched the fuel selectors back to the auxiliary tank position and turned on the electric fuel boost pumps, but never regained engine power. The pilot said that each time he moved the fuel selectors, he visually confirmed their position. The pilot performed a forced landing to a parking lot which fractured the airframe aft of the engine compartment and substantially damaged the fuselage. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed no odor of fuel, or evidence of fuel spillage at the scene; however, removal of the fuel caps revealed large quantities of fuel in each wing. The engine controls were all "full forward" and both fuel selectors were in the "Off:" position. The fuel selector position decal was displaced upward, and over each handle by impact forces. The wreckage was moved to Buckingham Field, Lehigh Acres, Florida, and was secured in a hanger for further examination. The airplane was examined by FAA Inspectors on March 12, 2015. Flight control continuity was established, and the engine cowlings were opened. Approximately 1 ounce of fuel was drained from the carburetor which was clear and absent of water or debris. The engine appeared undamaged, and the examination was suspended. The engine was then removed from the airplane, and shipped to the manufacturer's facility for a detailed examination. On April 23, 2015, the airplane was defueled, and continuity of the fuel system was confirmed from all four fuel tanks, through the fuel selectors, to the fuel supply line forwardof the firewall. The pilot held a private pilot certificate with a rating for airplane single-engine land. He reported 410 total hours of flight experience, of which "more than" 10 hours were in the accident airplane make and model. His most recent FAA third class medical certificate was issued on February 24, 2015. The airplane was manufactured in 1959 and was equipped with a Lycoming O-540 series, 250 hp, reciprocating engine. It's most recent annual inspection was completed September 2, 2014, at 8,109 total aircraft hours. The airplane was equipped with individual fuel selectors for the fuel tanks positioned in the left and right wings, respectively. The fuel selectors had three positions; Main, Tip, and Off. The left selector was rotated counterclockwise from the 12-o'clock (Main) position thru the 9-o'clock (Tip) position to the 6-o'clock (Off) position. The right fuel selector was rotated clockwise from the 12-o'clock, thru the 3-o'clock, to the 6-o'clock in order to match the same selector settings. The selector valves then fed a single fuel supply line forward of the firewall to the engine. On May 12, 2015, the engine was examined at the manufacturer's facility in Williamsport, Pennsylvania. The engine appeared undamaged, and was placed in a test cell where it started immediately, accelerated smoothly, and ran without interruption through a complete engine test run scenario at all power settings.