New Piper Aircraft INC PA32-301FT accident near Stafford, Virginia, March 17, 2013
On March 17, 2013 at about 11:05 am local time, a New Piper Aircraft INC PA32-301FT, registered N32EV, was substantially damaged in an accident during approach near Stafford, Virginia (Stafford Regional Airport). It was a business flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper placement of the fuel tank selector handle during approach, which resulted in a total loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 17, 2013 · about 11:05 am local time
- Place
- Stafford, Virginia · Stafford Regional Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- New Piper Aircraft INC PA32-301FT
- Registration
- N32EV · no longer on the register · serial 3232058
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was conducting a GPS instrument approach with the autopilot engaged when the engine lost power. The pilot chose to land in a nearby field because he determined that the airplane could not reach the airport. He adjusted the airplane to obtain the best-glide airspeed and performed remedial actions, but the engine power was not restored. The airplane struck trees, terrain, and a bulldozer in a construction area where it came to rest. A postaccident examination revealed that the airplane had adequate fuel and that the fuel selector handle was in an intermediate position between the left- and right-tank positions. After the floor was removed from above the fuel selector valve, a visual inspection revealed that the fuel selector valve's lever arm was in an approximate right-tank position but that it was not seated fully in the right-tank detent position. When manipulated, the lever arm was able to be seated fully in the detent of the right-tank position. Further movement of the lever arm revealed that it moved smoothly through its entire range and that it seated fully in both detent positions. Postaccident examination revealed no anomalies of the fuel system that would have precluded normal operation. Examination of data downloaded from the primary flight display and multifunction display revealed engine rpm and fuel flow values consistent with a final approach profile until a significant fuel flow drop occurred, which was followed 6 seconds later by a loss of engine rpm. The data were consistent with a loss of engine power due to the fuel selector being placed in an intermediate position during an attempted fuel tank switch.
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 approach 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 transfer valve › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incomplete action › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,586 hours in all; 341 in this make and model; 44 in the last 90 days; 25 in the last 30 days; 8,034 as pilot in command; 5,179 on instruments
- Last flight review: February 15, 2013
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 800 hours
- Last inspection: annual inspection, August 3, 2012; 100 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-K1G5 (piston); 0 hours total
The flight
- Departed from: W75 Saluda VA at 10:26 am
- Destination: RMN Stafford VA
- Flight plan: IFR
- Runway 33, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: scat at 3,700 ft
- Temperature: 36°F (2°C), dew point 34°F (1°C)
- Altimeter: 30.10 inHg
- Observation at 11:15 am from RMN, 3 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.
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.