Piper PA32 accident near Eveleth, Minnesota, July 5, 2020
On July 5, 2020 at about 5:00 pm local time, a 1968 Piper PA32, registered N4079R, was destroyed in an accident during enroute (cruise) near Eveleth, Minnesota. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The seizure of the airplane’s engine-driven fuel pump due to internal contamination, which led to a total loss of engine power. The source of the contamination could not be determined based on available evidence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 2020 · about 5:00 pm local time
- Place
- Eveleth, Minnesota · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA32 300, built 1968 · all PA32s on the register
- Registration
- N4079R · no longer on the register · serial 32-40393
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane’s engine lost power during cruise flight, and the pilot executed a forced landing to a wooded area. A postimpact fire ensued, and the airplane was destroyed. Postaccident examination revealed that the engine-driven fuel pump drive shaft had fractured. No other anomalies were found. Further examination of the pump revealed internal corrosion and smeared material on the ends of the pump rotor vanes. The internal bypass spring was missing, but wear marks indicated that the spring had been in place sometime during the life of the pump. The investigation could not determine whether the spring had been removed or was destroyed and consumed internally. Heat discoloration observed on the rotor shaft was consistent with frictional heating of the shaft. Disassembly of the engine-driven fuel pump revealed that the ends of the rotor vanes that interfaced with the pump sidewalls showed evidence of smeared material, transfer marks, and other oxidized particles, which were consistent with ferrous wear debris. Such contamination of the internal pump components likely resulted in increased friction, frictional heating, and the eventual seizure of the pump, which led to the total loss of engine power during the accident flight. The investigation was unable to determine the source of the contamination based on available evidence. The engine driven fuel pump was subject to a Mandatory Service Bulletin. The service bulletin introduced pump design enhancements to improve relief valve housing sealing characteristics. These enhancements included actions to ensure that valve cover screws are tightened to correct torque values. The materials examination of the pump showed the gaskets were consistent with unmodified original components indicating the accident fuel pump had not been modified in accordance with the service bulletin. Had the service bulletin been complied with a visual inspection would have revealed gasket protrusion observed between the valve and the pump housing. This would have led to maintenance or replacement of the pump. Maintenance records were destroyed in the airplane when the accident occurred and hence were not available to substantiate if the service bulletin had been complied with.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (total) during enroute (cruise)
- Sys/Comp malf/fail (non-power) during enroute (cruise) defining event
- Fuel starvation during enroute (cruise)
- Aircraft maintenance event during prior to flight
The NTSB's findings
- Aircraft › Aircraft systems › Fuel system › Fuel pumps › Failure
- Aircraft › Aircraft systems › Fuel system › Fuel pumps › Not serviced/maintained
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Medical certificate: Unknown
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, May 1, 2020
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming TI0-540 SER (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 12D Tower MN at 3:15 pm
- Destination: LUM Menomonie WI
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 200° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 88°F (31°C), dew point 64°F (18°C)
- Altimeter: 29.92 inHg
- Observation at 6:53 pm from HIB, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on September 2, 2022. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Materials Laboratory Factual Report 21-033 (CEN20LA263) | PDF, 19 pages | View Download |
| 2 | Interview Notes (Pilot) | PDF, 2 pages | View Download |
| 3 | On-scene Examination Notes (Provided by FAA) | PDF, 6 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N4079R the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.