Extra Flugzeugbau GMBH EA 300/L accident near Pell City, Alabama, January 13, 2021
On January 13, 2021 at about 7:19 pm local time, a 1997 Extra Flugzeugbau GMBH EA 300/L, registered N771JP, was substantially damaged in an accident during approach near Pell City, Alabama (St Clair County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's mismanagement of the fuel supply, which resulted in fuel starvation. Contributing to the accident was the pilot’s failure to follow the manufacturer’s engine restart procedures after a total loss of engine power and his incomplete preflight inspection.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 2021 · about 7:19 pm local time
- Place
- Pell City, Alabama · St Clair County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Extra Flugzeugbau GMBH EA 300/L, built 1997 · all EA 300/Ls on the register
- Registration
- N771JP · no longer on the register · serial 054
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on a short local flight with 14 gallons of fuel in the main wing tanks and 12 gallons in the center tank. About 1,500 ft above ground level, the airplane experienced a total loss of engine power. The pilot initially attempted to restart the engine using fuel from the center tank in accordance with the Extra 300L Pilot’s Operating Handbook, which stated that engine restart in flight should be attempted on the center fuel tank. However, when the engine did not restart, he switched back to the main tanks but was still unable to restart the engine. The pilot made a forced landing, during which the airplane sustained substantial damage. A detailed examination of the engine revealed no anomalies. The engine was rotated manually, and thumb compression was obtained on all cylinders. A small amount of fuel was found at the inlet of the engine-driven fuel pump and the inlet to the fuel servo. The fuel inlet screen was removed from the fuel injector and found to be clean and unobstructed. About two to three drops of fuel were found in the line connecting the fuel injector to the fuel flow gauge. About two to three drops of fuel were also found in the line from the fuel flow gauge to the fuel manifold. After fuel was added to the center tank, the engine started and ran smoothly and continuously. The pilot stated that, before takeoff, he checked the fuel quantity in the left fuel tank but not the right fuel tank. The higher quantity of fuel toward the fuel pump compared with the quantity leading to the fuel manifold suggested that the lines were empty of fuel before the pilot switched to the center tank fuel supply, partially allowing some fuel back into the system but not enough to reach the combustion chambers before the pilot switched back to the main tanks. Thus, if the pilot had continued the restart procedure using the center fuel tank, as stated in the Pilots’ Operating Handbook, the engine would likely have regained power. Instead, fuel starvation occurred. The pilot provided information indicating that the accident could have been the result of the Extra EA300L fuel pickup tubes being rotated upward during maintenance, which would have prevented usable fuel from entering the fuel line. However, only trace amounts of fuel were found in the wing, and no maintenance records were provided to indicate when the fuel pickup tubes could have been incorrectly positioned.
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
- Fuel starvation during approach
- Fuel related during approach defining event
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 518 hours in all; 51 in this make and model; 23 in the last 90 days; 9 in the last 30 days; 441 as pilot in command
- Last flight review: July 7, 2020
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,008.8 hours
- Last inspection: continuous airworthiness programme, June 25, 2020
- Maximum gross weight: 2,095 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming AEIO-540 SER (piston); 44 hours total
The flight
- Departed from: GAD Gadsden AL at 7:08 pm
- Destination: PLR Pell City AL
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 11,000 ft
- Temperature: 39°F (4°C), dew point 34°F (1°C)
- Altimeter: 30.17 inHg
- Observation at 11:55 am from ASN, 10 miles away
Weather report (METAR): KASN 131755Z AUTO 00000KT 10SM SCT110 04/01 A3017 RMK AO2 T00420005 10043 21028
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 ERA21LA107.