Narrative:

In transit between ZZZ and my home airport ZZZ1. There was severe turbulence and even though I had sumped my tanks in ZZZ; there appears to have collected some water in both valves which must have frozen at high altitude. I lost one engine and then the other at FL240 and found myself in the clouds in at least moderate turbulence. I was able to switch to the mains and both engines started but found myself; while still in my altitude block of FL220 to FL240; heading towards an active MOA which I did not enter. I informed air traffic control during this that I was having engine trouble and he was only concerned that I was headed toward the MOA and not seemingly concerned regarding my safety. At this time I realized my auxiliary tanks were not usable and asked to divert to ZZZ2 as this reduced my fuel supply. I descended IFR and when under FL180; cancelled IFR in VMC conditions and proceeded to the airport. The wind was out of the west at 50 knots on my descent with moderate to severe turbulence and a clear area dictated a rapid descent directly over the airport. I did not do an IFR approach to avoid icing conditions. ATC and ASOS both informed me runway 20 was closed so I and my passenger were watching for this. As I descended to the airport; there has a line of machinery and trucks working on a middle taxiway which caused me to identify the taxiway in error as the closed runway and the crosswind approaching 50 knots at altitude made it appear to me that I was lined up with the proper runway by my slaved compass. As I made a very difficult approach; it was not apparent until I was crossing the threshold to land that there was yellow; dirty plastic ribbon in an X held down by rocks covering the number 20 which I could not see. I was in descent flaring to land and saw an open runway in good repair with nobody in the vicinity and felt it safest to complete my landing still uncertain if I had a good running airplane safe for a go around. I blame myself for situational awareness and even the frozen fuel lines as I should have pulled some fuel out of all the tanks before transitioning to IMC which I usually do. I put no workers in danger (only one car parked on an adjacent taxiway) and feel that once the mistake was made I acted as best I could for the safety of myself and passenger. The identification marks for the closed runway were poorly done; obscured by blowing dust; and covered the numbers making for a very late identification indeed.

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Original NASA ASRS Text

Title: PA-30 pilot reported diverting and landing on a closed runway when the fuel system malfunctioned; causing a temporary starvation of both engines.

Narrative: In transit between ZZZ and my home airport ZZZ1. There was severe turbulence and even though I had sumped my tanks in ZZZ; there appears to have collected some water in both valves which must have frozen at high altitude. I lost one engine and then the other at FL240 and found myself in the clouds in at least moderate turbulence. I was able to switch to the mains and both engines started but found myself; while still in my altitude block of FL220 to FL240; heading towards an active MOA which I did not enter. I informed Air Traffic Control during this that I was having engine trouble and he was only concerned that I was headed toward the MOA and not seemingly concerned regarding my safety. At this time I realized my auxiliary tanks were not usable and asked to divert to ZZZ2 as this reduced my fuel supply. I descended IFR and when under FL180; cancelled IFR in VMC conditions and proceeded to the airport. The wind was out of the west at 50 knots on my descent with moderate to severe turbulence and a clear area dictated a rapid descent directly over the airport. I did not do an IFR approach to avoid icing conditions. ATC and ASOS both informed me Runway 20 was closed so I and my passenger were watching for this. As I descended to the airport; there has a line of machinery and trucks working on a middle taxiway which caused me to identify the taxiway in error as the closed runway and the crosswind approaching 50 knots at altitude made it appear to me that I was lined up with the proper runway by my slaved compass. As I made a very difficult approach; it was not apparent until I was crossing the threshold to land that there was yellow; dirty plastic ribbon in an X held down by rocks covering the number 20 which I could not see. I was in descent flaring to land and saw an open runway in good repair with nobody in the vicinity and felt it safest to complete my landing still uncertain if I had a good running airplane safe for a go around. I blame myself for situational awareness and even the frozen fuel lines as I should have pulled some fuel out of all the tanks before transitioning to IMC which I usually do. I put no workers in danger (only one car parked on an adjacent taxiway) and feel that once the mistake was made I acted as best I could for the safety of myself and passenger. The identification marks for the closed runway were poorly done; obscured by blowing dust; and covered the numbers making for a very late identification indeed.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.