# NTSB WPR18LA268: Piper PA24, N7472P, Upland, CA, September 17, 2018 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: September 17, 2018, 13:35 local (20:35 UTC) - Place: Upland, CA - Coordinates: 34.111389, -117.68722 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.1114&lon=-117.6872&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Fuel contamination](https://openairdocs.org/ntsb-events/193) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 98318 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR18LA268 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98318/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98318 - Page: https://openairdocs.org/ntsb/WPR18LA268 ## Probable cause Loss of engine power due to fuel contamination. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Terrain: rough terrain](https://openairdocs.org/ntsb-findings/03021015): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Piper PA-24-250, 1 case](https://openairdocs.org/ntsb-findings/03021015/cases.md?model=7102404), [All aircraft, 442 cases](https://openairdocs.org/ntsb-findings/03021015/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid condition (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: Fuel contamination](https://openairdocs.org/ntsb-events/193) (defining event); cases with it: [Piper PA-24-250, 3 cases](https://openairdocs.org/ntsb-events/193/sequence.md?model=7102404), [All aircraft, 225 cases](https://openairdocs.org/ntsb-events/193/sequence.md) - [Emergency descent: 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 was on final approach to the destination airport at the conclusion of a cross-country flight when the engine lost total power. Unable to restore engine power, the pilot performed a forced landing to a field short of the runway, during which the airplane impacted large rocks, resulting in substantial damage. Examination of the airplane revealed about 25 total gallons of fuel onboard. Examination of the engine revealed no mechanical anomalies that would have precluded normal operation, except for the aft boost pump, which contained a mixture of fuel and water. Given the lack of other anomalies and the presence of fuel onboard, it is likely that the engine ingested the fuel/water mixture, which resulted in the loss of engine power. ## Factual narrative On September 17, 2018, at 1335 Pacific standard time, a Piper PA-24-250, N7472P, was substantially damaged when it was involved in an accident near Upland, California. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. The flight originated from Reno/Tahoe International Airport (RNO), Reno, Nevada, about 1115, where the airplane had been tied down for four days. On the morning of the accident, the pilot performed a preflight inspection and noted no discrepancies. The airplane’s auxiliary fuel tanks had been fueled with 20 gallons of fuel; 10 gallons in each auxiliary tank. The pilot estimated a total of 75 gallons of fuel onboard at the time of departure. The pilot stated that he departed with the left main fuel tank selected and estimated that it contained about 30 gallons of fuel. Once he reached cruise altitude, he switched to the right auxiliary fuel tank and alternated between the left and right auxiliary tanks every 30 minutes until there were about 5 gallons remaining in each auxiliary tank. He used the electric fuel pump during each fuel tank change. About 3.5 nautical miles (nm) from the destination airport, the pilot turned on the electric fuel pump and switched to the right main fuel tank. He noted that the fuel pressure was steady, and he left the electric fuel pump on for the remainder of the approach. As he turned from the crosswind to downwind legs of the traffic pattern, he extended the landing gear and performed the before landing checklist. While on final approach for landing, he noted an increasing sink rate, and increased the throttle to compensate; however, there was not a corresponding increase in engine power. He switched to the left main tank, confirmed that the electric fuel pump was switched to ON, the ignition switch was on BOTH, fuel mixture control was full-rich, and that the propeller control was in the maximum rpm position, but the engine did not respond. The pilot chose an empty field short of the runway in which to perform a forced landing. The airplane rolled a short distance before the nose landing gear and the left main landing gear impacted rocks and the airplane spun about 150° before coming to a stop. The pilot reported that he was wearing a noise-cancelling headset and wasn’t sure when the partial loss of engine power occurred. A responding Federal Aviation Administration (FAA) inspector reported that the main fuel tanks contained 24 to 25 total gallons of fuel. A visual inspection of the engine revealed no holes in the case. Valve train and mechanical continuity was established throughout the engine. The oil filter was examined with no carbon deposits found. The fuel screens for both boost pumps were free of debris. The aft boost pump contained about 4 spoonsfuls of a mixture of fuel and water. Borescope examination of the cylinders revealed signatures consistent with a lean fuel/air mixture. ## Aircraft - Registration: [N7472P](https://openairdocs.org/deregistered/N7472P-2021-01-21), registration cancelled 2021-01-21, S/N 24-2663, built 1961 (OpenAirDocs) - Reported make and model: Piper PA24 (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: 24-2663 - Year built: 1961 - Airframe hours: 5966 - Engines: Lycoming O-540-A1D5 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 2, 2017, 49 hours before - Departed: RNO, Reno, NV - Destination: Same as departure - Airport: CCB, Cable, runway 24, 3,863 × 75 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 78; injuries: minor; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 3, with waivers/limitations; last flight review January 25, 2018; seat: left; restraint: 3-point; flight hours: 1,200 total, 350 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 230° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 36 °F - Altimeter: 29.89 inHg - Observed at: CCB, 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 20180917013769A](https://openairdocs.org/incident/20180917013769A), Sep 17, 2018: Piper PA-24-250, Upland, CA, Substantial damage. The airman and one passenger were returning to Upland Cable Airport (ccb) from reno Nevada. The airman stated that he crossed the san gabriel mountains above… ## Docket (4 files) The files NTSB released with the investigation on June 2, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98318. 6.0 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 5.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11572988&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Engine exam report (item 2, PDF, 3 pages, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11572815&FileExtension=pdf&FileName=N7472P%20Exam%20report_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 3, PDF, 2 pages, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=11572922&FileExtension=pdf&FileName=NTSB%20Wreckage%20Release_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 and evidence control form (item 4, PDF, 3 pages, 736 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12323194&FileExtension=pdf&FileName=WPR18LA268%20Release%20of%20Wreckage_Redacted-Rel.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.