Siai-Marchetti F.260 accident near Atlanta, Georgia, September 4, 2009
On September 4, 2009 at about 5:30 pm local time, a Siai-Marchetti F.260, registered N517P, was substantially damaged in an accident during initial climb near Atlanta, Georgia (Cobb County airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
A total loss of engine power due to a fuel system air leak as a result of a deteriorated O-ring seal in the fuel shut-off cock. Contributing to the accident was the exceedance of the suggested overhaul schedule for the fuel shut-off cock.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 4, 2009 · about 5:30 pm local time
- Place
- Atlanta, Georgia · Cobb County · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Siai-Marchetti F.260 · all F.260s on the register
- Registration
- N517P · registry record · serial 106
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the preflight, engine run-up, taxi, and takeoff from runway 9 were all normal. At 500 feet above ground level (agl) the engine lost power and the pilot maneuvered the airplane for a downwind landing on runway 27. The pilot confirmed the positions of the throttle, propeller, fuel pump, and fuel selector controls and the engine regained power temporarily. About 300 feet agl, the engine again lost power and the pilot elected to land in an off-airport field with the gear up due to the extension time required for the airplane’s landing gear system. During a postaccident examination of the airplane by a Federal Aviation Administration (FAA) inspector, operation of the airframe boost pumps revealed that the pumps would not draw fuel. Closer examination of the fuel selector valve and fuel shut-off cock revealed staining consistent with fuel leakage. When positive pressure was applied to the fuel tanks, fuel leaked around the shaft of the fuel shut-off cock located under the cockpit instrument panel area. Pressure was removed from the tanks, the fuel shut-off cock was sealed with a rag, and the boost pumps were then able to draw fuel when power was applied. Removal of the rag created an air leak, and the boost pumps would not draw fuel. The fuel selector valve and the fuel shut-off cock were then removed, disassembled, and examined under the supervision of the FAA inspector. Examination revealed that the interior O-ring seals for the selector shafts were loose on both. Another owner of the same make and model airplane provided a written account of a nearly identical scenario, which was resolved with the replacement of the O-ring seals. The manufacturer's Special Inspection List outlined "overhaul/replacement" of the fuel shut-off cock every 5 years or 1,500 flight hours, whichever occurred first. At the time of the accident, the airplane had accrued 1,592 total aircraft hours. Seven months, and 8 aircraft hours had elapsed since the airplane's most recent annual inspection. According to the FAA inspector, 14 CFR Part 43, Appendix D, listed the minimum inspection requirements for the completion of an annual inspection, that manufacturer's recommended overhaul schedules were recommended and not mandatory, and that the overall responsibility for the airworthiness of the airplane fell to the owner/operator.
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 initial climb defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Fatigue/wear/corrosion
- factor Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Not serviced/maintained
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,300 hours in all; 369 in this make and model; 4 in the last 90 days; 1,240 as pilot in command
- Last flight review: June 28, 2008
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 1,592 hours
- Last inspection: annual inspection, January 30, 2009; 8 hours since
- Maximum gross weight: 2,430 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-E4A5 (piston); 0 hours total
The flight
- Departed from: RYY Atlanta GA at 5:30 pm
- Destination: RYY Atlanta GA
- Flight plan: none
- Runway 09, 6,305 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 12 knots, gusting 16
- Visibility: 10 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 75°F (24°C), dew point 59°F (15°C)
- Altimeter: 30.13 inHg
- Observation at 5:46 pm from RYY, 1 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
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA09LA516.