Piper PA-32-260 accident near Cumberland, Rhode Island, September 1, 2008
On September 1, 2008 at about 12:30 pm local time, a Piper PA-32-260, registered N5529J, was substantially damaged in an accident during enroute (cruise) near Cumberland, Rhode Island. 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).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management practices, which resulted in fuel starvation and a complete power loss. Contributing to the accident was the pilot's misdiagnosis of the situation, and his cessation of trouble-shooting to positively identify and correct the underlying problem.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2008 · about 12:30 pm local time
- Place
- Cumberland, Rhode Island · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-32-260 · all PA-32-260s on the register
- Registration
- N5529J · registry record
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The owner/pilot departed in the single-engine airplane for the personal cross-country flight. He climbed to and set the power for a cruise altitude of 7,500 feet, and noted that his digital engine monitor indicated an engine speed of 2,300 rpm. Shortly thereafter, without any unusual noises or vibration, the engine speed decreased to 1,100 rpm, the manifold pressure appeared unchanged, and the airplane started to descend. The pilot exercised the propeller control to increase the rpm, but there was no response to his inputs. He declared an emergency, and attempted to divert to a nearby airport, but then elected to perform an off-airport landing in a field. During the rollout, the airplane struck bushes and trees that bordered the field. The pilot received minor injuries, and there was no fuel spill. Post-accident examination of the airplane revealed that the two inboard fuel tanks were full, the right outboard contained several gallons, and the left outboard tank contained only trace amounts of fuel. The fuel selector valve was reset to one of the main tanks; the engine started readily, and ran normally. Engine monitor data showed that during the flight, combustion had ceased, but the propeller continued to windmill during the 6 minutes of the descent. The pilot did not recognize the power loss, and misdiagnosed it as a propeller problem, and did not continue his trouble-shooting to positively identify and correct the underlying problem. In addition, the pilot's fuel management procedures were not in compliance with the procedures specified in the airplane manufacturer's operating manual. It stated that, "...If time permits," the pilot should manipulate the throttle and fuel selector in a continued attempt to restore engine power. Below that, a note stated "...If engine power was caused by fuel exhaustion, power will not be regained after tanks are switched until empty fuel lines are filled, which may require up to ten seconds...."
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
- Fuel starvation during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- Aircraft › Aircraft power plant › Engine fuel and control › Fuel distribution › Incorrect use/operation
- factor Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 580 hours in all; 385 in this make and model
- Last flight review: April 1, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Landing gear: fixed
- Engine: Lycoming O-540 SERIES (piston); 0 hours total
The flight
- Departed from: PVD Providence RI at 4:00 am
- Destination: SZF Cumberland RI
- Flight plan: none
Weather at the time
- Wind: from 320° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 30.13 inHg
- Observation at 8:35 am from SFZ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.