The pilot reported that both fuel tanks on the Piper PA-28-180 were full when the flight departed. About 30 minutes into the flight, a GPS alarm alerted the pilot to switch fuel tanks, so he switched the fuel tank selector. He then proceeded north to return to the departure airport.
About 51 minutes into the flight, while about 2,200 feet above the ground, the engine rpm began to decrease. He attempted to restore power by repositioning the fuel selector, turning on the auxiliary fuel pump, pushing the throttle, and verifying that the mixture control was full rich, however, none of these actions restored engine power.
He declared an emergency to the tower air traffic controller, who then provided a vector to a nearby airport. The pilot was unable to visually locate the airport and recognized that he would be unable to land there, so he maneuvered for a forced landing on an expressway in the Bronx, N.Y.
The onboard camera showed the propeller stop while the airplane was on approach and the pilot turn off the fuel selector. He subsequently landed the airplane hard on the expressway, which caused substantial damage to the airplane.
Following recovery of the airplane, 45 gallons of uncontaminated fuel was drained from both fuel tanks. However, fuel system components in the engine compartment contained minimal fuel, consistent with fuel starvation.
Although the airplane was equipped with an engine monitor that records and retains engine parameters, it did not record fuel flow. However, the engine monitor did record a sudden and equal decrease in the exhaust gas temperature and cylinder head temperature for all of the cylinders, consistent with the loss of engine power described by the pilot.
Although the reason for the loss of engine power was likely due to fuel starvation, the reason for the fuel starvation could not be determined by either an examination of the fuel supply system or a postaccident test run of the engine.
The NTSB determined the probable cause as the total loss of engine power due to fuel starvation for reasons that could not be determined during postaccident engine examination or testing.
NTSB Identification: ERA14LA085
This January 2014 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
perhaps the fuel vent tube froze with ice and caused a vaccuum. If the tank is full, and the engine is drawing 9gph, it wouldnt take long for it to empty the lines…then end up with a cavitated fuel pump…so it wouldnt draw fuel off the other tank when he switched back…just spitballing
Could well have been ice that formed in a fuel line as water drained down from a tank. The flight date was January 4, 2014 in the NYC area.
Maybe the problem was in the fuel selector, when it was switched to the other tank !
It is not uncommon in the P-28 to switch tanks 30 minutes after takeoff with full (to tabs or top) tanks.
The rationale is that taxi and take off use more fuel than cruise flight. So if the first switch is at 30 minutes and subsequent switches are at 45 minute intervals, the fuel burn is then fairly well balanced for the duration of the leg.
I like this procedure because i find that if I set a specific personsal limit on the maximum time I will fly on full tanks, then I don’t have to worry about distance flown or air speed. Whe I am reaching my time limit I make a fuel stop whether or not I’ve reached my destination.
Did he put on his backup fuel pump on high?
The 180 does not have a “high” selection for the electric fuel pump. It is either on or off. It is just a standard ticker pump that produces about 6 PSI.
Interesting one, any thoughts on what may have happened? I’m a low-time pilot so I’m just throwing things out there, but I think changing tanks 30 minutes into a flight is pretty early. Anyway, would anyone hazard a guess as to what cut off the fuel flow?
There was a notam for carb icing, but the pilot returned from a runup to find ice in the prop spinner, so the aircraft was probably outside for some time.
Since no fuel was found in the strainer or carb, I suspect fuel line icing from water getting into the fuel tanks. Or, the pilot moved the fuel selector to a position between the left and right tanks, cutting off the fuel, or inadvertently moved the selector to the off position.!…both have happened in past starvation incidents.
I fly an old Cessna and can select ‘both’, with fuel flowing by gravity to the carb, so no fuel pump is needed.