# NTSB FTW98LA055: Piper PA-32RT-300T, N21433, Midlothian, TX, November 23, 1997 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: November 23, 1997, 17:00 local (23:00 UTC) - Place: Midlothian, TX - Coordinates: 32.489318, -96.99073 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.4893&lon=-96.9907&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor, 3 uninjured - Status: Completed, report October 30, 1998 - Report: Approved by Office Director - ADs cited in the narratives: [AD 93-02-05](https://openairdocs.org/ad/93-02-05) (OpenAirDocs) - NTSB case key (mKey): 20488 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW98LA055 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/20488/pdf - Page: https://openairdocs.org/ntsb/FTW98LA055 ## Probable cause fatigue failure of the #2 cylinder fuel injection line in an area where the line was previously damaged, which resulted in an in-flight engine compartment fire and a forced landing. Related factors were: the previous damage of the fuel injector line, and the lack of suitable terrain for the forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, descent - normal - fuel system,injector - previous damage (contributing factor) - fuel system,line - fatigue (cause) - Fire, descent - normal - fluid,fuel - leak (cause) - engine compartment - fire (cause) - Forced landing, emergency descent/landing - On ground/water collision with object, emergency landing - terrain condition - none suitable (contributing factor) - object - tree(s) (contributing factor) - object - fence (contributing factor) ## Analysis The aircraft was descending from 8,500 feet, when the pilot 'felt the airplane shutter and begin to sound slightly rough.' The pilot observed that the manifold pressure had dropped 'slightly,' and the fuel flow gauge dropped from '21 to 10 gph.' The pilot maintained a 'slow' descent, turned the boost pump on, and switched to a different fuel tank. There was an increase in engine manifold pressure, and the fuel flow increased to 15 gph. Smoke entered the cockpit as the airplane descended through 2,500 feet, and the pilot 'noticed flames coming from the engine cowling vents.' The pilot initiated a forced landing to a grass field. During the landing roll, the left wing struck a tree, and the airplane went through two fences, crossed a road, then came to rest in a plowed field. Examination of the engine revealed that the #2 cylinder fuel injector line had broken, and 'sprayed fuel onto the turbocharger.' Examination of the fuel injector line revealed that the separation was the result of fatigue cracking which initiated from a damaged area on the fuel line. Airworthiness Directive 93-02-05 (which required an inspection of the fuel injector fuel lines) was complied with 39 flight hours before the accident. ## Factual narrative On November 23, 1997, at 1700 central standard time, a Piper PA-32RT-300T airplane, N21433, owned and operated by the pilot, was substantially damaged during a forced landing, following a loss of engine power near Midlothian, Texas. The private pilot sustained minor injuries and the three passengers were not injured. Visual meteorological conditions prevailed for the Title 14 CFR Part 91 personal cross country flight, for which no flight plan was filed. The flight had originated from Andrau Airpark Airport, Houston, Texas, at 1545, and was en route to Arlington, Texas. The pilot reported in a telephone interview and in a written statement that he was descending from 8,500 feet, at 500 fpm. He slowed the descent and "felt the airplane shutter and begin to sound slightly rough." He then observed that the manifold pressure had dropped "slightly," and the fuel flow gauge dropped from "21 to 10 gph." The pilot further reported that he maintained the "slow" descent, turned the boost pump on and switched to a different fuel tank. He then observed an increase in engine manifold pressure, and the fuel flow increased to 15 gph. The pilot stated that smoke entered the cockpit as the airplane descended through 2,500 feet, and he "noticed flames coming from the engine cowling vents." He then turned the fuel pump off, pulled the throttle back and established an 80 knot glide. The pilot further stated that he turned toward Midlothian Airport, but he could not make visual contact with the airport. He executed a forced landing to a grass field, "with some flaps and the gear down." During the landing roll the left wing struck a tree, the airplane went through two fences, across a road and came to rest in a plowed field. Examination of the airplane by the FAA inspector revealed that the left wing separated from the airplane, and the right wing sustained structural damage. Both main landing gear and the nose gear collapsed, and the engine firewall was structurally damaged. Examination of the engine revealed that the #2 cylinder fuel injector line had broken, and "sprayed fuel onto the turbocharger." The #2 cylinder fuel injector line was shipped to the National Transportation Safety Board, Office of Research and Engineering, Materials Laboratory, Washington, D.C., for examination and evaluation. Examination of the fuel injector line revealed that the separation was the result of fatigue cracking that initiated from a damaged area on the line. The Piper Lance airplane's last annual inspection was completed on September 11, 1997, at a total airframe time of 4,510 hours. According to the airplane maintenance records, Airworthiness Directive 93-02-05, which requires an inspection of the fuel injector fuel lines between the fuel manifold and the fuel injector nozzles, was complied with on September 8, 1997, as part of the annual inspection. When the accident occurred the airplane had flown 39 hours since the annual inspection. ## Aircraft - Registration: [N21433](https://openairdocs.org/deregistered/N21433-2018-01-11), registration cancelled 2018-01-11, S/N 32R-7887208, built 1978 (OpenAirDocs) - Reported make and model: Piper PA-32RT-300T (PA-32RT-30) - Registry model: [Piper PA-32RT-300T](https://openairdocs.org/model/piper-pa-32rt-300t) (registry code 7103216) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 32R-7887208 - Airframe hours: 4549 - Engines: Lycoming TIO-540-S1AD 300 horsepower reciprocating - Damage: Substantial damage - Fire: In-Flight - Flight: Personal, Part 91 - Registered owner: Mark K. Hammonds - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 11, 1997, 39 hours before - Departed: AAP, HOUSTON, TX - Destination: F54, ARLINGTON, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 34; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 146 total, 30 in this make and model, 76 as pilot in command, 28 in the last 90 days, 4 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F ## 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 19971123034209A](https://openairdocs.org/incident/19971123034209A), Nov 23, 1997: Piper PA32RT300T, Midlothian, TX, Substantial damage. Acft eng quit, pilot made emerg landing in a field. Acft struck a tree. Midlothian, TX (.4)the aircraft was descending from 8,500 feet, when the pilot 'felt… 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.