# NTSB ERA15LA149: Piper PA-24-250, N6514P, Fort Myers, FL, March 9, 2015 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: March 9, 2015, 14:10 local (18:10 UTC) - Place: Fort Myers, FL - Coordinates: 26.586666, -81.863334 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=26.5867&lon=-81.8633&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Fatal - Injuries: 1 fatal, 1 serious - Status: Completed, report December 14, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA FSDO - NTSB case key (mKey): 90844 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA15LA149 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90844/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90844 - Page: https://openairdocs.org/ntsb/ERA15LA149 ## Probable cause The pilot's inadvertent placement of both fuel selectors to the "off" position, which resulted in fuel starvation and a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fuel system: fuel selector/shutoff valve](https://openairdocs.org/ntsb-findings/01022823): Aircraft › Aircraft systems · Unintentional use/operation (probable cause); cases with it: [Piper PA-24-250, 4 cases](https://openairdocs.org/ntsb-findings/01022823/cases.md?model=7102404), [All aircraft, 176 cases](https://openairdocs.org/ntsb-findings/01022823/cases.md) - [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-24-250, 16 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=7102404), [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 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. - [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); 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, 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. ## Factual narrative 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. ## Aircraft - Registration: [N6514P](https://openairdocs.org/deregistered/N6514P-2018-05-31), registration cancelled 2018-05-31, S/N 24-1636, built 1959 (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: 24-1636 - Year built: 1959 - Airframe hours: 8109 - Engines: LYCOMING O-540 SERIES 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Gregory Piehl - Registered owner: Gregory Piehl - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 2, 2014, 48 hours before - Departed: PIE, ST. Petersburg, FL - Destination: FMY, Fort Myers, FL - Airport: FMY, Page Field, runway 13, 4,912 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; seat: left; flight hours: 410 total, 11 in this make and model, 47 in the last 90 days, 5 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 11 knots, gusting 17 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 50 °F - Altimeter: 30.15 inHg - Observed at: FMY, 1 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 20150309003439A](https://openairdocs.org/incident/20150309003439A), Mar 9, 2015: Piper PA-24-250, Ft. Myers, FL, Destroyed, 1 fatal. PIC was approaching page field in Ft. Myers Florida. He meant to switch from the tip tanks to main tanks in accordance with the aircraft checklist however, he… ## Other investigations on N6514P (2) 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. - [NTSB FTW76FPG26](https://openairdocs.org/ntsb/FTW76FPG26), Sep 23, 1975: Piper PA-24 (N6514P), Guy, AR, substantial damage - [NTSB NYC72DFJ15](https://openairdocs.org/ntsb/NYC72DFJ15), Sep 17, 1971: Piper PA-24 (N6514P), Moravia, NY, substantial damage ## Docket (8 files) The files NTSB released with the investigation on November 9, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90844. 9.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433718&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot's Interview Summary (item 2, .PDF, 112 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433719&FileExtension=.PDF&FileName=Pilot%27s%20Interview%20Summary-Master.PDF - Witness Interview Summary (item 3, .PDF, 109 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433720&FileExtension=.PDF&FileName=Witness%20Interview%20Summary-Master.PDF - Engine Test Run Report (item 4, .PDF, 25 photos, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433721&FileExtension=.PDF&FileName=Engine%20Test%20Run%20Report-Master.PDF - Memorandum for Record - Fuel System Continuity Check (item 5, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433722&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Fuel%20System%20Continuity%20Check-Master.PDF - Fuel System Continuity Test (Video) (item 6, .PDF, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433723&FileExtension=.PDF&FileName=Fuel%20System%20Continuity%20Test%20(Video)-Master.PDF - ATC Transcript and Radar Track Overlays (NTSB) (item 7, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433724&FileExtension=.PDF&FileName=ATC%20Transcript%20and%20Radar%20Track%20Overlays%20(NTSB)-Master.PDF - Photo Array (Courtesy of FAA) (item 8, .PDF, 4 photos, 943 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40433725&FileExtension=.PDF&FileName=Photo%20Array%20(Courtesy%20of%20FAA)-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.