ERA12LA486

Factual narrative

On July 27, 2012, about 1509 eastern daylight time, a Piper PA-24-250, N6248P, was substantially damaged following a loss of engine power and collision with a fence at Montgomery Executive Airport (BCB), Blacksburg, Virginia. The certificated airline transport pilot and three passengers were not injured. The airplane was registered to a private individual and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight originated at Crestview, Florida (CEW) about 1030 central daylight time. The pilot reported that he was approaching the destination airport for landing when the engine began to lose power. He applied carburetor heat; however, this did not improve engine performance. He switched the right fuel selector from the main to the right tip tank. The engine did not recover. Unable to maintain altitude, the pilot attempted a forced landing in the airport parking lot. The airplane touched down in the parking lot and collided with a perimeter fence. A Federal Aviation Administration inspector responded to the accident site and examined the wreckage. The inspector confirmed substantial damage to the wings. The wreckage was recovered to a local maintenance facility where a subsequent examination of the wreckage was performed. The left tip tank contained a residual amount of fuel. The left and right main tanks were empty of fuel. The right rip tank contained about 7.5 gallons of fuel. The airplane was equipped with a Britton fuel tank modification. There were two fuel selector handles; the left handle was in the “L MAIN” position and the right handle was in the “R TIP” position. A placard was installed on the fuel tank selector panel, stating that tip tanks were for use in level flight only. According to the FAA, the pilot stated that his fuel gauges indicated about one quarter full at the time of the accident; however, he was not sure if they were accurate so he relied on his calculations of fuel burn rate during the flight. The flight plan filed by the pilot indicated an en route time of 2 hours and 32 minutes. When the loss of power occurred, the flight had been airborne for about 3 hours and 39 minutes. The airplane was approaching the destination airport, and, according to the pilot, the left fuel selector was set to the left main tank and the right fuel selector was set to the right main tank. The engine began to lose power, and the pilot subsequently applied carburetor heat and placed the right fuel selector to the right tip tank position. However, the engine did not regain power. The pilot made a forced landing in the airport parking lot, and the airplane collided with a perimeter fence, resulting in structural wing damage. Postaccident examination of the wreckage revealed that neither of the main fuel tanks contained usable fuel. The right tip tank contained about 7.5 gallons of fuel; however, the fuel selector was placarded with a note stating that the tip tanks were for use in level flight only. With the left main tank selected and no fuel in that tank, air would have been introduced into the fuel system, resulting in fuel starvation. The pilot’s preflight planning indicated an en route time of 2 hours 32 minutes. However, when the loss of power occurred, the flight had been airborne for about 3 hours 39 minutes. The pilot reported that he was not sure if the airplane’s fuel gauges were accurate, so he relied on fuel burn rate calculations during the flight. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• C Aircraft-Fluids/misc hardware-Fluids-Fuel-Fluid management - C
• C Personnel issues-Task performance-Planning/preparation-Fuel planning-Pilot - C
• C Personnel issues-Task performance-Use of equip/info-Use of equip/system-Pilot - C