# NTSB MIA02FA144: Piper PA-28-180, N3450R, Cheraw, SC, August 3, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 3, 2002, 15:39 local (19:39 UTC) - Place: Cheraw, SC - Coordinates: 34.709167, -79.969444 - Nearby events: https://openairdocs.org/map.md?lat=34.7092&lon=-79.9694&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 serious - Status: Completed, report June 8, 2004 - Report: Approved by Office Director - Parties: The New Piper Aircraft, Inc., Allen Aircraft Products, Inc., FAA-Mfg. Insp. District Office (MIDO), FAA-Flight Standards District Office, Lycoming Engines - NTSB case key (mKey): 55415 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA02FA144 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55415/pdf - Page: https://openairdocs.org/ntsb/MIA02FA144 ## Probable cause The misrouting of the fuel lines to the fuel selector, which resulted in the use of a fuel tank with inadequate fuel supply, fuel starvation, and the loss of engine power. Contributing was the pilot's inadequate remedial action for conducting an emergency landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - vfr pattern - downwind - fuel system,line - misrouted (cause) - remedial action - inadequate, pilot in command (contributing factor) - fluid,fuel - starvation (cause) - Forced landing, descent - emergency - In flight collision with object, emergency landing after takeoff - object - tree(s) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The pilot was observed walking around the airplane performing a preflight inspection before engine start. The flight departed from runway 07, and remained in the traffic pattern. When the flight was approximately three quarters down the runway on the downwind leg, witnesses heard the engine sputter and experience a loss of power. The airplane was observed to continue on the downwind leg; several witnesses reported that they perceived the flight path to be similar to a normal traffic pattern rather than turning toward the runway. The airplane became low on final approach and went out sight behind trees. The airplane impacted a tree then the ground, and came to rest upright approximately a quarter nautical mile from the approach end of runway 07. The fuel selector was found positioned to near the "right" tank position; impact damage to the selector valve attach structure was noted though no fuel stains in the area was noted. The right fuel tank was found to contain approximately 20 ounces of fuel. The left wing remained secured only by the aileron control cables but remained in close proximity to the fuselage; the fuel tank contained approximately 13 gallons of fuel. No obstructions of the fuel vent or delivery system were noted. The fuel line from the right fuel tank was routed to the forward side of the fuel selector valve, and the fuel line from the left fuel tank was routed to the aft side of the fuel selector valve. Only drops of fuel were noted in the fuel lines in the engine compartment area; no obstructions of the fuel delivery or vent systems were noted. The engine was removed from the airplane, a replacement propeller was installed, and the engine was started and operated to 2,250 rpm with no discrepancies noted. The airplane was previously involved in a partial collapse of the nose landing gear and propeller strike while landing at an airport in California; the airplane was sold to an airplane salvage company who had the wings removed. The airplane was transported to their facility, then transported and sold to the accident pilot. A mechanic performing repairs and the last annual inspection to the airplane reported the aluminum fuel lines located in the cockpit aft of the fuel selector valve were damaged to the point that he could not determine routing of the lines. Based on his perception of the illustration in the Piper Parts Catalog, and also on his belief that the fuel selector handle pointed to the forward port of the fuel selector valve when the right fuel tank was selected, he routed and connected the fuel line from the right fuel tank to the forward side of the fuel selector valve, and the fuel line from the left fuel tank to the aft side of the selector valve. On the first page of the Introduction Section of the PA-28 parts catalog, there is a note, in bold letters, which states, "UNDER NO CIRCUMSTANCES SHALL THIS CATALOG BE USED FOR RIGGING AND INSTALLATION PURPOSES." The parts catalog indicates that the fuel line from the right fuel tank should be routed to the aft side of the fuel selector valve, and the fuel line from the left fuel tank should be routed to the forward side of the fuel selector valve. The illustration of the parts catalog was difficult to ascertain the routing of fuel lines from the fuel selector valve to the tanks, but the index clearly indicated the routing. Following the repairs, fuel was added to the tanks, he checked for fuel leaks, and verified engine operation. He also test flew the airplane, and flew with the pilot a short duration. The accident pilot reportedly flew the airplane 3 or 4 times after the inspection was completed, and the airplane was also flown by a friend of the pilot a day earlier. The pilot reported before departure, the right fuel tank had 5-6 gallons and the left fuel tank had approximately 15 gallons of fuel. The flight duration was approximately 30 minutes and was flown with the fuel selector positioned to the left tank position; the selector was not moved during the flight. He did not visually inspect the tanks after landing but reported the left fuel gauge indicated approximately 10 gallons of fuel after landing; he did not note the right fuel gauge reading after landing. The owners handbook indicates that the fuel selector is to be on the proper tank for takeoff, and in the event of a loss of engine power, to position the fuel selector to the opposite tank. ## Factual narrative HISTORY OF FLIGHT On August 3, 2002, about 1539 eastern daylight time, a Piper PA-28-180, N3450R, listed with FAA records as "Registration Pending", collided with trees then terrain approximately .25 nautical mile west-southwest of the approach end of runway 07 at Cheraw Municipal/Lynch Bellinger Field Airport, Cheraw, South Carolina. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot was fatally injured, a passenger sustained serious injuries. The flight originated about 5 minutes earlier from the Cheraw Municipal/Lynch Bellinger Field Airport. The pilot was observed performing a preflight inspection of the airplane, and after the engine was started, the pilot taxied to runway 07. The flight departed runway 07, and remained in the traffic pattern where one witness noted the airplane appeared to be at traffic pattern altitude while flying on the downwind leg. Another witness on the airport reported he observed the airplane flying on the downwind leg for runway 07, and when the flight was about 3/4 down the length of the runway, the engine lost power. He further stated that the engine sounded as if it, "...wanted to start once more but than did not refire." A witness located off the airport reported hearing the engine and stated, "It was [sputtering] then it cut back on; then it went back off", and, "It sounded like it ran out of gas." Several witnesses on the airport reported that from the point the engine lost power, the flight path was similar to an airplane flying a normal traffic pattern. The airplane was observed on final approach where it appeared to be low; the airplane went out of sight behind trees. A pilot who was waiting to takeoff was advised on the UNICOM frequency that the accident airplane, "...went down below the trees", and, the accident pilot was, "...having engine trouble." He departed, spotted the wreckage in a clearing, and reported on the UNICOM frequency directions on how to get to the accident site. He returned and landed, then proceeded via vehicle to the accident site; he departed the site after law enforcement arrived. PERSONNEL INFORMATION The pilot was issued a private pilot certificate with airplane single engine land rating on May 1, 2002. He was the holder of a third- class medical certificate with no limitations that was issued on October 5, 2001. Review of the pilot logbook that begins with an entry dated August 25, 2001, and ends with an entry dated March 20, of an unmarked year, revealed he logged a total flight time of 61.5 hours, of which all but 1.0 hour were in the same make and model airplane as the accident airplane. He had logged a total of 19.3 hours as pilot-in-command, all of which were in the same make and model airplane as the accident airplane. AIRCRAFT INFORMATION The airplane was a Piper Aircraft Corporation model PA-28-180, manufactured in 1969, as serial number 28-5684. It was equipped with a Lycoming O-360-A3A engine, and a Sensenich 76EM-8-0-60 propeller. The airplane was certificated in the normal and utility categories. Review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection on July 19, 2002. The entry contained in the aircraft logbook indicates in part that the wings were installed, and fuel lines were connected and tested for fuel leaks. The airplane had been operated for 1.82 hours since completion of the inspection at the time of the accident. METEOROLOGICAL INFORMATION A METAR weather observation taken at the Darlington County Jetport, Darlington, South Carolina, on the day of the accident at 1539 indicates the wind was from 070 degrees at 10 knots with gusts to 18 knots, the visibility was 10 statute miles, clear skies existed, the temperature and dew point were 34 and 16 degrees Celsius respectively, and the altimeter setting was 30.10 inHg. The Darlington County Jetport was located approximately 162 degrees and 16 nautical miles from the accident site. COMMUNICATIONS The UNICOM frequency on the airport was not recorded though a speaker located outside the terminal building on the airport broadcast transmission(s) of the UNICOM frequency. Several individuals located on the airport outside the terminal building reported hearing the accident pilot broadcast on the UNICOM frequency, "Mr. Ralph" just before the airplane disappeared behind a line of trees. WRECKAGE AND IMPACT INFORMATION The airplane crashed in a sparsely wooded area located at position 34 degrees 42.554 minutes north latitude and 079 degrees 58.171 minutes west longitude, or 247 degrees and .25 nautical mile from the approach end of runway 07. Examination of the accident site revealed damage to a tree approximately 55 feet above ground level. A ground scar was located approximately 107 feet from the tree impact location; browning of leaves were noted near the first ground impact location. The airplane came to rest upright on a heading of 246 degrees, approximately 46 feet from the ground scar location. A straight line heading of 070 degrees was noted from the tree impact location to the main wreckage. Examination of the airplane revealed all components necessary to sustain flight were attached or partially attached to the airplane. Flight control cable continuity was confirmed for roll, pitch, and yaw. The airplane was not equipped with shoulder harnesses. The propeller was attached to the engine, which was displaced up. The left wing remained attached only by the aileron flight control cables; the wing was in close proximity to the fuselage with the leading edge rotated up approximately 90 degrees. The leading edge skin approximately 14 inches outboard of the wing root exhibited a semi-circular indentation. An aluminum fuel line that routed fuel from the left fuel tank to the aft side of the fuel selector valve was damaged in the left wing root area; the line remained connected and was leaking fuel post accident. The left wing fuel tank was drained and found to contain approximately 13 gallons of blue colored fuel that was consistent with 100 low lead; no fuel stains were noted aft of the fuel filler cap. The right wing remained attached; the outboard section of the wing from the wingtip inboard about 2 feet, was displaced up. An aluminum fuel line that routed fuel from the right fuel tank to the forward side of the fuel selector valve was bent and fractured in the left wing root area. The right wing fuel tank was drained and found to contain approximately 20 ounces of blue colored fuel that was consistent with 100 low lead; the tank was not compromised and there was no evidence of fuel stains aft of the fuel filler cap or of the sump drain. No obstructions of the fuel delivery or fuel vent system were noted. The fuel selector was found positioned near the right fuel tank detent; impact damage was noted to the fuel selector valve attach structure. No fuel was noted at the lines at the fuel selector valve, and there were no fuel stains in the area of the fuel selector valve. The electric fuel pump switch was found in the off position. Examination of the engine revealed only residual fuel remained in the fuel hoses located in the engine compartment area; the fuel hoses were not failed. Approximately 1 ounce of fuel consistent with 100 low lead was drained from the carburetor bowl. The engine was removed from the airplane, the impact-damaged propeller was removed, and a serviceable propeller (Sensenich model 76EM8S5-0-62) was installed. The engine was temporarily mounted on a forklift for an engine run, was started and operated to approximately 2,250 rpm using only the engine driven fuel pump, no discrepancies were noted during the engine run. Examination of the propeller revealed blade No. 1 was bent aft approximately 60 degrees, and ## Aircraft - Registration: [N3450R](https://openairdocs.org/deregistered/N3450R-2006-01-05), registration cancelled 2006-01-05, S/N 28-5684, built 1969 (OpenAirDocs) - Reported make and model: Piper PA-28-180 - Registry model: [Piper PA-28-180](https://openairdocs.org/model/piper-pa-28-180) (registry code 7102808) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-5684 - Airframe hours: 5968.39 - Engines: Lycoming O-360-A3A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: James R. Meggs - Registered owner: "Registration Pending" - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: Annual, July 19, 2002, 1.82 hours before - Departed: 47J, Cheraw, SC - Destination: KUDG, Darlington, SC - Airport: 47J, Cheraw Municipal/Lynch ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 44; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 62 total, 61 in this make and model, 20 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 70° at 10 knots, gusting 18 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 61 °F - Altimeter: 30.10 inHg - Observed at: KUDG, 16 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 20020803019789A](https://openairdocs.org/incident/20020803019789A), Aug 3, 2002: Piper PA28180, Cheraw, SC, No damage, 1 fatal. (-23) Engine failed during climb out. Pilot tried to return to airport, crashed 200 yards short of runway. Aircraft was destroyed. Post crash examination… 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.