# NTSB WPR09LA412: Piper PA-24-260, N8775P, Santa Barbara, CA, August 23, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 23, 2009, 10:35 local (17:35 UTC) - Place: Santa Barbara, CA - Coordinates: 34.433334, -119.796669 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.4333&lon=-119.7967&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 19, 2011 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Textron Lycoming, Federal Aviatiion Administration FSDO, Piper Aircraft Corporation - NTSB case key (mKey): 74577 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR09LA412 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74577/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74577 - Page: https://openairdocs.org/ntsb/WPR09LA412 ## Probable cause A loss of power during approach due to fuel exhaustion for undetermined reasons ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause) - [Object/animal/substance: ground vehicle](https://openairdocs.org/ntsb-findings/03022025): Environmental issues › Physical environment · Effect on equipment - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause) ## Analysis The pilot stated that he departed with an estimated 32 gallons total (28 usable) of fuel on board for the 148-nautical-mile flight. He thought that the flight would take about 1.1 hours, which would leave a 1-hour fuel reserve. The left main tank was selected for takeoff, climb, and initial cruise. About 57 miles from his destination, the pilot switched from the left main fuel tank to the right main fuel tank, and he noted that the fuel flow gauge indicated a fuel burn of 12.5 gallons per hour. He said that when he was on approach and about 5 miles from his destination, the engine began to run rough and lose power. He turned the fuel boost pump on and switched back to the left main tank; however, he was unable to restore full engine power. He declared an emergency and prepared to make an off-airport forced landing. Because of terrain and other considerations, he landed on the southbound lanes of a freeway. Immediately after touchdown, an automobile struck the left wing, and two other automobiles struck the airplane before it came to a rest on the freeway. During the recovery, there was no evidence of fuel in the airplane, including the 4 gallons of unusable fuel that should have been in the tank. The pilot opined that the fuel vented from the airplane due to a mechanical problem. During a postaccident engine examination, there was no visible fuel found in any of the engine fuel system components, and there was no fuel staining observed at any of the engine compartment fuel system line fittings or components. At the conclusion of the examination, no anomalies were found that would have precluded normal operation. Examination of the airframe revealed that the left wing main fuel tank filler cap was loose in the filler hole when latched; it could easily be rotated. There were no stains on the top or bottoms of the wings in the fuel vent areas or around any of the main or auxiliary filler caps. There were dark blue stains on the inside of the fuel drain access door, but not on the outside. ## Factual narrative On August 23, 2009, about 1035 Pacific daylight time, a Piper PA-24-260, N8775P, collided with several automobiles during an emergency landing on a freeway near Santa Barbara, California. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot and one passenger were not injured; the airplane sustained substantial damage to the wings, empennage, and fuselage. The cross-country personal flight departed French Valley Airport, Murietta, California, about 0930, with a planned destination of Santa Barbara. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot stated that he departed French Valley with an estimated 32 gallons (28 useable) of fuel on board for the 148 nautical mile (nm) flight. He thought that the flight would take about 1.1 hours, which would leave a 1-hour fuel reserve. He used the left main tank for takeoff, climb, and initial cruise; he switched to the right main fuel tank near Van Nuys, California. According to his global positioning system (GPS), he had traveled 91 miles from French Valley, and was 57 miles from Santa Barbara. His fuel flow gauge indicated a fuel burn of 12.5 gallons per hour. The pilot reported that he was about 5 miles out on the approach to Santa Barbara when the engine began to run rough and lose power. He turned the fuel boost pump on, and switched back to the left main tank. He was unable to restore full engine power. He declared an emergency, and prepared to make an off airport forced landing. Because of terrain and other considerations, he landed on the southbound 101 freeway. Immediately after touchdown, an automobile struck the left wing, which separated. Two other automobiles struck the airplane before it came to a rest. The pilot noted that during the recovery, there was no evidence of fuel, including the 4 gallons of unuseable fuel. He opined that the fuel vented from the airplane due to a mechanical problem. Airframe examination Investigators from the National Transportation Safety Board, the Federal Aviation Administration, Piper Aircraft Corporation, and Textron Lycoming examined the wreckage at a recovery facility. They observed no fuel stains on the top or bottom surface of either wing. The left wing main fuel tank filler access door was unlatched and open. The thermos style fuel cap was in place, but in the unlatched position. When investigators latched the filler cap, it was loose in the filler hole, and could easily be rotated. The access door for the outboard (auxiliary fuel tank) was closed and latched. The thermos style fuel cap was latched and tight in the filler hole. There were no fuel stains around the main or auxiliary fuel caps. The right wing separated outboard of the flap area. The right main fuel tank access door was unlatched and open. The thermos style fuel cap was not in the filler hole, and not located. The outboard auxiliary fuel tank cap had been removed from thefiller hole, and was on the ground near the wing section. When installed and latched in the filler hole, the cap was tight and secure. There were no fuel stains around the main or auxiliary fuel caps. Investigators observed no fuel stains on the bottom fuselage skins. They removed the quick drain fuel strainer assembly located on the belly of the fuselage for examination. The inside of the access panel for the assembly exhibited a dark blue stain around the hole for the quick drain valve hose. There were no stains on the outside of the panel. The quick drain valve was attached to a bowl assembly. The pilot operates the quick drain by pulling a handle under an access door in the floorboard that is aft of the fuel selector valve. The bracket assembly that physically depresses the quick drain valve when the drain handle is pulled is supposed to be positioned on the front side of the quick drain. Investigators discovered that it was on the back side of the valve. In this position, the quick drain valve could not be opened when the drain valve handle was pulled. After investigators disassembled the unit and reinstalled the components in the correct position, the valve functioned properly. Disassembly of the fuel strainer bowl revealed corrosion pitting on its interior. It contained a blue fluid that smelled like aviation gasoline; the fluid contained some sediment and other contaminants. The filter screen had small amounts of contaminants. The rubber seal on the outer edge of the screen appeared weathered. Engine Examination There was no visible fuel retrieved from any of the engine fuel system components during the examination. There was no fuel staining observed at any of the engine compartment fuel system components. Examination of the engine revealed no anomalies that would have precluded normal operation. ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) (defining event) - [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - [Approach: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470) ## Aircraft - Registration: [N8775P](https://openairdocs.org/deregistered/N8775P-2009-10-15), registration cancelled 2009-10-15, S/N 24-4226, built 1965 (OpenAirDocs) - Reported make and model: PIPER PA-24-260 - Registry model: [Piper PA-24-260](https://openairdocs.org/model/piper-pa-24-260) (registry code 7102406) (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: 24-4226 - Airframe hours: 7680 - Engines: Lycoming IO-540 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Kris S Michel - Registered owner: Kris S Michel - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 2, 2009, 53 hours before - Departed: F70, Murietta, CA - Destination: SBA, Santa Barbara, CA - Airport: SBA, Santa Barbara ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review June 9, 2008; seat: left; flight hours: 294 total, 36 in this make and model, 222 as pilot in command, 38 in the last 90 days, 18 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 5 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 63 °F - Altimeter: 29.96 inHg - Observed at: KSBA, 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 20090823016949A](https://openairdocs.org/incident/20090823016949A), Aug 23, 2009: Piper PA24260, Santa Barbara, CA, Substantial damage. (-23) On 08/23/09 Piper comanche (PA24-260) N8775P, s/n 24-4226 while enroute from french valley airport (F70) to Santa Barbara airport (sba) lost power and… ## Docket (2 files) The files NTSB released with the investigation on March 15, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74577. 892 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 822 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40340375&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - NTSB Wreckage Examination Notes (item 2, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40342813&FileExtension=.PDF&FileName=NTSB%20Wreckage%20Examination%20Notes-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.