ERA21LA344

Prior to the cross-country instructional flight, the airplane had a total fuel load of about 70 gallons, which was enough for about 5 hours of total flight time. After about 2.3 hours of flight, as they approached the home airport about 800 ft above ground level, there was a complete loss of engine power. The flight instructor and student pilot performed the emergency checklist to no avail. During the ensuing forced landing, the airplane impacted trees and terrain about 3/4 of a mile from the airport. The instructor and student had departed with the fuel selector on the right tank and switched to the left tank during the flight. Neither pilot recalled switching back to the right tank during the later stages of the flight. Fire rescue personnel reported that they moved the fuel selector from the left main tank to the off position after the accident. A surveillance video that captured a portion of the final impact showed a misty vapor that was likely vaporized fuel emanating from the trees as a fuel tank ruptured during impact, indicating there was fuel on board. A postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical anomalies that would have precluded normal operation. Based on this information it is most likely that the fuel selector remained on the left main tank until all the fuel it contained was exhausted, which resulted in a loss of engine power due to fuel starvation.

On August 28, 2021, about 1240 eastern daylight time, a Piper PA-32-260, N3862W, was substantially damaged when it was involved in an accident near Spartanburg Downtown Memorial Airport/Simpson Field (SPA), Spartanburg, South Carolina. The student pilot and flight instructor sustained minor injuries; the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. According to the student pilot, who was also the owner of the airplane, the airplane was fueled the day before the accident at SPA with 12 gallons of aviation fuel which brought the fuel level in the main fuel tanks to the bottom of the “tabs,” and each wingtip fuel tank contained 17 gallons. On the day of the accident, the student pilot, his spouse, and the flight instructor departed SPA and flew to Foothills Regional Airport (MRN), Morganton, North Carolina, about 60 nautical miles away. They performed two touch-and-go landings at MRN before returning to SPA. During the return flight, they performed several training maneuvers. The student pilot thought they were in the air about 2 to 2.3 hours. When the airplane was about 2 nautical miles from SPA, it experienced a sudden loss of engine power. According to the flight instructor, “It felt like the throttle was pulled back to idle.” The rpm decreased from about 2,300 to 1,500 rpm and the propeller continued to “windmill.” The flight instructor took control of the airplane, which was about 800 ft above ground level and descending. They performed the emergency checklist and attempted to regain engine power but were unsuccessful. During the subsequent forced landing, the airplane impacted trees in a residential neighborhood about 3/4 nautical-mile northeast of SPA and came to rest in a nearly vertical position. Neither pilot recalled the reading of the fuel quantity indicators or engine instrument readings during the loss of power. When they departed, the fuel selector was on the right tank, and they switched to the left tank during the flight, but neither pilot recalled if they switched back to the right tank during the later stages of the flight. According to a witness who was present at the accident site, he heard the flight instructor state that they may have run out of fuel. Responding Spartanburg fire rescue personnel stated that the fuel selector was on the left main tank when they arrived and that they moved it two detents to the left to the OFF position. A residential video device partially recorded the impact of the airplane with the trees. Little ambient sound was present in the video, and no engine sound was emanating from the airplane prior to impact. As the airplane impacted the trees, the sound of the collision was heard, and a light-colored cloudy mist that propagated from the top of the trees downwards was visible; pieces of the wreckage were then visible as they descended to the ground. The actual impact and main wreckage were not seen in the video.Postaccident examination of the wreckage revealed that the engine was partially separated from the impact-damaged engine mount. The propeller and spinner remained attached to the engine crankshaft flange, and both blades were bent aft 10 degrees and 45 degrees, respectively. The spark plugs dislpayed normal wear when compared to the Champion Check-A-Plug chart and did not display any evidence of carbon or lead fouling that would preclude normal operation. Engine thumb compression and suction on all cylinders was confirmed, and crankshaft continuity was confirmed through a full rotation. The interiors of the cylinders were viewed using a lighted borescope and no anomalies were detected. All valves, pushrods, and springs operated normally, and the crankshaft rotation was smooth, with no noticeable abnormal noise or friction noted. Both magnetos were rotated by turning the drive assemblies and produced spark from all ignition towers. The ignition harness cap for the left magneto was partially separated from the magneto and was retained by only one of the four required attaching screws. The carburetor remained attached to the engine and no damage was noted. No damage was noted to the brass floats or other internal components. About a teaspoon of water and a small amount of dirt were observed in the bottom of the float bowl. The carburetor fuel inlet screen was unobstructed. The engine-driven fuel pump remained attached to the engine; no damage was noted, and air flowed freely through the unit. The pump was partially disassembled, and no damage was noted to the rubber diaphragms or internal check valves. The electric fuel pump was connected to a DC power source, and residual fuel flowed through the pump and lines as designed. Impact damage was noted to the right-wing tip fuel selector valve port and right inboard fuel tank ports; all fuel lines remained intact. Residual fuel was noted in the right-wing tip fuel selector port and right inboard fuel tank positions during a low-pressure air continuity check. No fuel was observed within the gascolator bowl. About 3 ft of the left wing remained attached to the fuselage; the outboard portions of the wing were separated and fragmented. The inboard fuel tank was breeched from impact and exhibited leading edge impact damage; the vent and pick-up screen were clear of obstruction, and the fuel cap remained attached. The wingtip fuel tank was separated and fragmented; the pick-up screen was clear of obstruction and the fuel cap remained attached to its receptacle. There were no anomalies with the left-wing fuel caps. Fuel line continuity was established with low-pressure air from the fuel selector through impact and overload separations to both fuel tank pick-up screens. The right wing was impact separated from the fuselage and was partially separated about 8 ft out from the wing root. Leading-edge impact damage was noted to the wing. The right wingtip fuel tank was separated and fragmented; the fuel cap wasseparated from its receptacle; and no anomalies were noted. The pick-up screen was clear of obstruction; however, the tank’s fuel level sending unit float was separated from the assembly and was not observed. The inboard fuel tank exhibited impact damage, but no tank breech was observed. A residual blue liquid consistent in color odor with aviation gasoline was observed within the fuel tank, and the tank’s pick-up screen and vent were clear of obstructions. The inboard tank’s fuel cap remained attached to its receptacle; however, the fuel cap’s gasket and valve were not installed and were not observed within the recovered wreckage. Fuel line continuity was established with low-pressure air from the fuel selector through impact and overload separations to both fuel tank pick-up screens. Fuel tank position and continuity of the fuel selector valve were established with low-pressure air; however, the valve was difficult to operate between tank positions. Disassembly of the fuel selector valve revealed a substantial amount of material consistent with rust within the fuel selector valve, its gascolator bowl, and filters. The wreckage remained on scene for 24 hours prior to recovery and was exposed to heavy rain and wind until it was transported to a secured facility where it remained in exterior conditions prior to examination. According to the airplane specification and engine performance data, at best power setting, the fuel consumption was between 15.2 gallons per hour (gph) and 18.5 gph at 65% and 75% power, respectively. At the best economy power setting, the fuel consumption was 12.2 gph and 14 gph at 65% and 75% power, respectively. According to the pilot, each wingtip fuel tank was topped off with 17 gallons of fuel, and the main fuel tanks were filled up to the tabs, which would provide about 18 gallons each for a total of 35 gallons per side (70 gallons total) enough for about 5 hours of total flight time at a 14 gph consumption rate. According to the airplane’s hour meter, the flight had lasted 2.3 hours when the power loss occurred. The fuel selector control was located below the center of the instrument panel; it had five positions clockwise from left to right: OFF, Left Tip, Left Main, Right Main, and Right Tip.