NTSB Factual Report

On November 4, 2001, about 1520 central standard time, a Piper PA-32-301T, N82813, piloted by a private pilot, sustained substantial damage on impact with wet, rutted terrain during a forced landing following an in-flight loss of engine power during takeoff from runway 1 (5,000 feet by 75 feet, asphalt) at Price County Airport (PBH), near Phillips, Wisconsin. The personal flight was operating under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. The pilot and four passengers were uninjured. A VFR flight plan was on file and was activated. The flight was originating from PBH at the time of the accident and was destined for Campbell Airport (C81), near Grayslake, Illinois.

The pilot stated:

The flight to PHB was routine in every respect. Included in my

panel is a JPI-EDM 800 that provides detailed engine performance

information. The monitor indicated normal operation. We arrived

PBH at 12:15 CST. I purchased 42 gallons 100 LL on arrival.

We arrived at the airport (PBH) for our return flight to C81 at

14:40 CST. I performed a detailed pre-flight check using the

checklist. All systems checked normally.

At 15:00 CST, upon completion of passenger boarding and briefing,

I started the engine and taxied to a safe area to perform the engine

run-up and equipment checklist. Every function on the checklist

performed normally. I taxied to the hold line for runway 06,

performed the normal takeoff checklist, then opened my VFR flight

plan with FSS [Flight Service Station] at 15:16 CST. I announced

myself on Unicom taxing to runway 01 for immediate departure to

the Southeast.

Upon arriving runway 01, I again performed the normal takeoff

checklist and applied full power indicated by 34 Inches of manifold

pressure as prescribed by the POH [pilot operating handbook]. The

plane accelerated normally and rotated at 80 knots. During initial

climbout I noted a change in exhaust noise, and the engine began

running rough. I surveyed the area in front of me and determined that

I was too high to return to the runway and land safely. The terrain in

front of me, from East to West, was dense tree cover. The engine was

running rough, but still developing enough power to execute a shallow,

climbing, left turn, providing me the opportunity to use the airport

environment behind me for a landing. On a wide left downwind for

runway 19, at approximately 250 ft. AGL [above ground level], the

engine ceased developing power. I chose a touchdown point in the

field on the runway environment immediately south of runway 06/24.

Considerations were a large berm and a mature tree line on the edge

of the field. The field was cut grass, but soft, wet, and rutted. During

the rollout the nosegear and the left main gear collapsed.

... Included in the enclosed package is a copy of the flight profile

downloaded from the JPI-EDM800 engine monitor. ... I have made

notes in the margin indicating the stages of flight. As you can

see, all the indications are normal during the run-up. The problem

occurs after application of full power as shown by #2 EGT, then one

minute later with #2 CHT, which corresponds with changes in fuel

flow, RPM, manifold pressure, and % horsepower.

The pilot's package of engine monitor data printouts was reviewed. The pilot noted ten entries as "runup." The pilot stated that "FF = fuel flow, USD = fuel used, and MAP = manifold [pressure]." The runup entries follow.

TIME FF USD RPM MAP

21:03:50 10.2 0.3 1694 19.6

21:03:56 13.3 0.3 1991 19.6

21:04:02 13.3 0.3 1991 19.6

21:04:08 13.3 0.3 1984 19.6

21:04:14 13.5 0.3 1984 19.6

21:04:20 13.5 0.3 1995 19.6

21:04:26 13.5 0.3 1995 19.6

21:04:32 13.5 0.5 1995 19.6

21:04:38 13 0.5 1875 21

21:04:44 13.5 0.5 1987 19.9

Excerpts noted as "takeoff", follow.

TIME FF USD RPM MAP

21:12:14 10.4 0.9 1677 20

21:12:20 35.9 1.1 2646 32.9

21:12:26 37.7 1.1 2630 34.4

21:12:32 37.7 1.1 2613 34.4

21:12:38 37.3 1.3 2637 34.4

21:12:44 37.7 1.3 2617 34.4

21:12:50 37.7 1.3 2629 34.4

21:12:56 36.3 1.5 2614 33.6

21:13:02 36.3 1.5 2626 33.6

21:13:08 36.3 1.5 2626 33.6

21:13:14 34.2 1.5 2636 30.9

21:13:20 8.7 1.7 2064 11.8

21:13:26 5 1.7 1777 9.5

21:13:32 4.7 1.7 1620 9.5

21:13:38 4.5 1.7 1590 9.5

21:13:44 1.4 1.7 1320 6.7

21:13:50 9.2 1.7 2023 15.8

The remaining entry excerpts follow. The first excerpt entry was circled and noted as "landing."

TIME FF USD RPM MAP

21:13:56 1.5 1.7 30 28.7

21:14:02 1.2 1.7 0 28.7

21:14:08 0.3 1.7 0 28.7

21:14:14 0 1.7 0 28.7

21:14:20 0 1.7 0 28.7

21:14:26 0 1.7 0 28.7

21:14:32 0 1.7 0 28.7

21:14:38 0 1.7 0 28.7

21:14:44 0 1.7 0 28.7

21:14:50 0 1.7 0 28.7

21:14:56 0 1.7 0 28.7

21:15:02 0 1.7 0 28.7

21:15:08 0 1.7 0 28.7

21:15:14 0 1.7 0 28.7

21:15:20 0 1.7 0 28.7

21:15:26 0 1.7 0 28.7

21:15:32 0 1.7 0 28.7

21:15:38 0 1.7 0 28.7

21:15:44 0 1.7 0 28.7

21:15:50 0 1.7 0 28.7

21:15:56 0 1.7 0 28.7

21:16:02 0 1.7 0 28.7

21:16:08 0 1.7 0 28.7

Federal Aviation Administration inspectors examined the wreckage on-scene. The engine was test run. No anomalies were found during the test run.

The engine monitor manufacturer was asked to graph the data from the accident airplane's monitor. The graphs are appended to this report.

The aircraft was repaired. The fixed base operator that performed the repairs stated the following.

During repairs to the above referenced aircraft, we discovered that

the fuel selector lever would go past the selected fuel tank

detent. Upon further investigation, the 'off' stop was not operating

properly. After airframe repairs were complete and engine

reinstalled the aircraft was ground run in that fuel selected position

with no noticeable drop in fuel flow at full power on the ground. Then

the selector was operated between the detent and the noted

position above - again, no noticeable fuel flow was noted at full

power on the ground. While at full power, we were able to go to the

'off' position and the engine quit immediately.

The PA-32-301T's POH stated the following.

3.3 EMERGENCY PROCEDURES CHECKLIST ...

ENGINE POWER LOSS DURING TAKEOFF

... If sufficient altitude has been gained to attempt a restart:

Maintain safe airspeed

Fuel selector...............................switch to tank containing fuel

Electric fuel pump...........................................................check on

Mixture...........................................................................check RICH

Alternate air............................................................................OPEN

3.9 ENGINE POWER LOSS DURING TAKEOFF

... If engine failure was caused by fuel exhaustion, power will not

be regained after switching fuel tanks until the empty fuel lines are

filled. This may require up to ten seconds

3.39 ENGINE ROUGHNESS

... Switch the fuel selector to another tank to see if fuel

contamination is the problem.

NTSB Probable Cause

The fuel starvation encountered on takeoff and unsuitable terrain the pilot encountered during the forced landing. A factor was the fuel selector valve malfunction.