# NTSB WPR22LA213: Piper PA-24-250, N7482P, Auburn, WA, June 12, 2022 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: June 11, 2022, 18:38 local (Jun 12, 2022, 01:38 UTC) - Place: Auburn, WA · open field - Coordinates: 47.34142, -122.21206 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.3414&lon=-122.2121&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Fuel starvation](https://openairdocs.org/ntsb-events/191) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: FAA - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 105246 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR22LA213 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105246/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105246 - Page: https://openairdocs.org/ntsb/WPR22LA213 ## Probable cause A total loss of engine power due to fuel starvation. ## 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 management (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) - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-24-250, 12 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=7102404), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/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 starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [Piper PA-24-250, 13 cases](https://openairdocs.org/ntsb-events/191/sequence.md?model=7102404), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) - [Maneuvering: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-24-250, 23 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102404), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The pilot reported that, while approaching the destination airport, he moved the fuel selector from the left main fuel tank to the right main fuel tank. About 5 miles from the airport, he completed the before-landing checklist and reduced the engine power setting to 15 inches of manifold pressure while he slowly advanced the propeller lever forward. Shortly after, the engine lost total power. The pilot immediately verified that the position of the mixture was full rich, and that the fuel boost pump was on. The pilot moved the fuel selector lever from the right main tank to left main tank, but then decided to switch back to the right main tank, as the right tank contained more fuel. The engine briefly started, but again lost all power. The pilot initiated a forced landing to an open field and the airplane impacted a dirt berm during the landing roll, resulting in substantial damage to the right wing. Postaccident examination of the engine and engine systems revealed no evidence of preimpact mechanical failure or malfunction. Examination of the fuel supply and fuel vent systems revealed no evidence of blockage, and the fuel selector functioned normally when tested. At the accident site, the left main fuel tank contained about one gallon of fuel; the right main, right auxiliary, and left auxiliary tanks all appeared full. Additionally, the pilot reported that he examined the fuel tanks immediately after the accident; the right tank was full, and he could not see any fuel in the left main tank. Although the environmental conditions at the time of the accident were favorable for serious carburetor icing at glide power or reduced power settings, the pilot reported that he reduced engine power for landing just before the loss of power occurred; therefore, the airplane had not been operating at reduced power settings for an extended period of time; therefore, it is unlikely that carburetor icing resulted in the interruption of the fuel flow. Although the pilot’s statement indicated that he switched fuel tanks several minutes before the loss of engine power, given the distribution of the fuel in the tanks following the accident and the lack of any mechanical anomalies found during postaccident examination, it is most likely that the pilot exhausted the available fuel in the left main tank, resulting in fuel starvation and a total loss of engine power. ## Factual narrative On June 11, 2022, about 1836 Pacific standard time, a Piper PA-24-250, N7428P, was substantially damaged when it was involved in an accident near Auburn, Washington. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The total flight time was about 1 hour, and the pilot reported that, about 18 nautical miles from the destination airport, he moved the fuel selector from the left main fuel tank to the right main fuel tank. About 5 miles from the airport, he completed the before-landing checklist and reduced the engine power setting to 15 inches of manifold pressure while he slowly advanced the propeller lever forward. Shortly after, the engine lost total power. The pilot immediately verified that the position of the mixture was full rich, and that the fuel boost pump was on. Simultaneously, the pilot moved the fuel selector from the right main tank to left main tank, but then decided to switch back to the right main tank, as the right tank contained more fuel. The engine briefly started, but again lost all power. The pilot initiated a forced landing to an open field, and during the landing roll, the airplane impacted a dirt berm, resulting in substantial damage to the right wing. Following the accident, the pilot powered the airplane, moved the fuel selector to the right main tank and turned the electric fuel pump on. Initially, he heard the pump cavitate, but then saw the fuel pressure gauge indicate an increase in fuel pressure. He then turned the power off and placed the fuel selector valve back in the off position. He stated that, in his visual inspection of the fuel tanks after the accident, he could not see any fuel in the left main tank, but the right main tank contained “plenty of fuel.” Postaccident examination of the airplane and engine did not reveal any preimpact mechanical anomalies. The right main fuel tank, right auxiliary tank, and left auxiliary tank all appeared full of fuel. The left main fuel tank was not breached and contained about one gallon of fuel. The fuel system was traced from each wing tank to the carburetor through the fuel selector, which rotated normally and was unobstructed. The fuel selector was in the off detent when first viewed. Detents were felt at the fuel selector for all four positions (right and left main tanks and left and right auxiliary tanks). The fuel selector was then positioned to each tank position and fuel was seen escaping the fuel strainer/drain. The detents were audible and could be felt. The fuel supply and vent lines in both wing fuel tanks were free of obstructions. The carburetor was disassembled, and the bowl contained about 5 ounces of fuel; the metal floats were intact and undamaged. The fuel in the carburetor bowl was tested using water finding paste and no water was detected. The accelerator pump functioned when the throttle lever was actuated, and the needle valve and seat functioned when the float wasmoved by hand. Mechanical continuity was established throughout the engine rotating group, valvetrain, and accessory section when the crankshaft was manually rotated at the propeller. Thumb compression was achieved at all six cylinders and the valves displayed normal lift when the crankshaft was rotated. Examination of the cylinders’ combustion chambers using a lighted borescope revealed normal piston face and valve signatures, and no indications of catastrophic engine failure. Weather conditions recorded at Seattle-Tacoma International Airport (SEA), Seattle, Washington, at 1753 and 1853 (about 43 minutes before the accident and about 17 minutes after the accident, respectively) indicated that the temperature and dew point were 20°C and 9°C. A review of the carburetor icing probability chart contained in Federal Aviation Administration Special Airworthiness Information Bulletin (SAIB) CE-09-35, Carburetor Icing Prevention, indicated that based on the reported temperature and dew point around the time of the accident, the conditions were favorable for serious icing at glide power. ## Aircraft - Registration: [N7482P](https://openairdocs.org/aircraft/N7482P), registered now, S/N 24-2675, built 1961 (OpenAirDocs) - Reported make and model: PIPER PA-24-250 - 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: 24-2675 - Year built: 1961 - Airframe hours: 8394.43 - Engines: Lycoming O-540-A1D5 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: N9246k Corp LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 1, 2022, 19 hours before - Destination: Same as departure - Airport: S50, Auburn Muni, runway 16, 3,842 × 75 ft, asphalt - Equipment: Stall warning system, Electronic flight bag or handheld device, Auto-pilot, ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review February 1, 2021; seat: left; restraint: 3-point; flight hours: 983 total, 53 in this make and model, 954 as pilot in command, 6 in the last 90 days, 6 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 8 knots - Visibility: 10 statute miles - Temperature: 68 °F, dew point 48 °F - Altimeter: 29.89 inHg - Observed at: KSEA, 7 nm away - METAR: METAR KSEA 120053Z 22008KT 10SM FEW030 FEW055 FEW095 20/09 A2989 RMK AO2 SLP128 T02000094= ## 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 20220611010339A](https://openairdocs.org/incident/20220611010339A), Jun 11, 2022: Piper PA-24-250, Auburn, WA, Substantial damage. The aircraft departed S50 at 1730 June 11, 2022 and was returning to land at the airport S50 after an hour of flight. The aircraft was configured for landing… ## Other investigations on N7482P (1) 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. - [NTSB UNK64X0870](https://openairdocs.org/ntsb/UNK64X0870), Mar 10, 1964: Piper PA24 (N7482P), Frederick, OK, substantial damage ## Docket (7 files) The files NTSB released with the investigation on June 20, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105246. 11.8 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17203289&FileExtension=pdf&FileName=6120.213_Redacted-Rel.pdf - Additional statements (item 2, PDF, 11 pages, 3.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17204346&FileExtension=pdf&FileName=Pilot%20and%20Passenger%20Statememts_Redacted-Rel.pdf - Weather reports from pilot (item 3, PDF, 14 pages, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17203530&FileExtension=pdf&FileName=Weather%20Provided%20by%20Pilot-Rel.pdf - Carburetor icing probability chart (item 4, PDF, 3 pages, 174 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17204481&FileExtension=pdf&FileName=CE-09-35%20Carburetor%20Icing%20Prevention-Rel.pdf - Investigation photos (item 5, PDF, 10 pages, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17203971&FileExtension=pdf&FileName=Accident%20Photos%20213-Rel.pdf - Examination summary (item 6, PDF, 6 pages, 569 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17204396&FileExtension=pdf&FileName=Examination%20Summary-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 7, PDF, 1 page, 145 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17204672&FileExtension=pdf&FileName=WPR22LA213%20Release-of-Wreckage-Form_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.