N32EVNew Piper Aircraft PA32-301FT · 2006

On March 17, 2013, about 0705 eastern daylight time, a Piper PA32-301FT, N32EV, was substantially damaged during a forced landing on approach to Stafford Regional Airport (RMN), Stafford, Virginia. The airline transport pilot and the passenger/owner were seriously injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight that departed Hummel Field (W75), Saluda, Virginia at 0626. The business flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot, the purpose of the flight was to take the owner/passenger to RMN, pick up another passenger, and then drop both passengers at Washington/Dulles International Airport (IAD). After before-landing checks were completed, the airplane was established on the GPS Runway 33 approach, crossed GRUBY intersection at 2,500, crossed RISVE, then the final approach fix (CODAC) at 2,000 feet with the airport in sight. The pilot stated the autopilot was engaged, and the airplane was "on course and on glidepath," when the engine "started to fail." The engine sputtered and the pilot selected a forced landing site because he determined the airplane could not reach the airport.

The pilot adjusted to best glide airspeed (80 knots) and performed remedial actions and "switched tanks again," but engine power was not restored. The airplane struck trees, terrain, and a bulldozer in a construction area where it came to rest.

According to Federal Aviation Administration (FAA) and operator records, the airplane was manufactured in 2006 and had accrued 800 total aircraft hours as of the date of the accident. Its most recent annual inspection was completed August 3, 2012.

The pilot held an airline transport pilot certificate with ratings for airplane single-engine, multiengine, and instrument airplane. His most recent FAA second-class medical certificate was issued November 19, 2012. The pilot reported 8,586 total hours of flight experience, of which 341 hours were in the accident airplane make and model.

The airplane was examined at the accident site by FAA inspectors, and they reported that both wings, while separated from the airframe, contained fuel. Examination of the cockpit revealed fuel selector was in an intermediate position between the left-tank and right-tank positions. The airplane and its components were retained for a detailed examination at a later date.

The primary flight display (PFD) and the multi-function display (MFD) were removed for examination at the NTSB Recorders Laboratory, Washington, DC. On September 26, 2013, the recorders were examined and data were extracted from each. The data captured was graphed and depicted the entire event flight from 06:20:00 EDT to 07:00:00 EDT. The graphs contained engine parameters and autopilot states such as Exhaust Gas Temperature (EGT), Fuel Flow, Flight Director, and Glideslope mode.

At 06:55:55, a marker highlighted where engine rpm was reduced to 1,100, and fuel flow was reduced to about 5 gallons per hour (gph); consistent with a final approach profile. At 06:57:37, fuel flow decayed to near 0 gph, followed by a rapid loss of engine rpm approximately 6 seconds later.

The first step in the "Approach and Landing" checklist in the Pilot Operation Handbook was: Fuel Selector – Proper Tank. The third step in the "Engine Power Loss in Flight" checklist was, "if altitude permits: Fuel Selector – Switch to tank containing fuel."

On May 1, 2013, the airplane was examined in Clayton, Delaware. Examination revealed that the fuel selector handle was in a position between the left tank position and the right tank position.

The floor was then removed from above the fuel selector valve, and a visual inspection revealed the lever arm on the fuel selector valve was in an approximate right-tank position, but not in the right-tank detent position.

Manipulation of the lever arm placed the arm firmly in the detent of the right-tank position. Movement of the lever arm revealed that the arm moved smoothly, and without restriction, between the left-tank and right-tank detent positions. The arm seated fully in both detent positions.

Continuity of the fuel system was confirmed from the wing root to the flow divider, and fuel was then plumbed from the right wing root to the engine, and an engine start was attempted.

The engine started immediately, and ran smoothly for a brief period before it stopped. Operation of the engine driven fuel pump was confirmed, but fuel pumped from the fuel injector servo was intermittent. Inspection of the servo body revealed impact damage. The fuel injector servo was removed and disassembled. The fuel servo fuel inlet screen was removed and was absent of debris. Removal of the servo body cover plate revealed that the plate screws were bent by impact, and the interior bore of the screw holes displayed impact transfer marks. The fuel servo metering needle was displaced in its mount, and would not move freely through its designed movement range. When manipulated, the pin was freed, and moved freely through its intended range.