Narrative:

On the morning of 08/thurs/03, I was flying by myself from ZZZ to ZZZ1. I departed ZZZ around XA00 am on an IFR flight in IMC. Final altitude was 8000 ft. The routing took me out to the west apparently to get around the ZZZ2 area. I had flown two days earlier and fueled up in ZZZ3. The flight back to ZZZ was about 1.25 hours. I operate at 75% power as indicated on the charts. This relates to a fuel burn off 23.6G. In reality, I run at somewhat lower mp and RPM than what is called for. After about two hours of flying I decided to stop somewhere for fuel, although my calculations showed that I would land with about a 20G reserve. I spent maybe 10 mins working out scenarios and decided on ZZZ4. The fuel tank installed by the previous owner was indicating that I had 34+ gallons at this point. I was now with ZZZ5 center and things were smooth and quiet. Then things changed. The right engine started to surge and I immediately went into diagnostic mode. After the initial engine problem was identified to the right side, I started with fuel pumps, cross feed etc. Then I finally shut down and feathered it. The controller noticed my drop in altitude when the problem first occurred. I advised that I had an issue with the right engine and he cleared me to a lower altitude. Just after that I alerted him that I had shut the engine down and need the nearest airport. He gave me two quick choices and I took the one 5 mi ahead. He vectored me and gave me the identifier so I could plug it into the GPS. So far so good, simple single engine approach, albeit IMC. Everything was fine as I set up for a single engine landing. Being high, I got gear down and put in all flaps. Everything is still fine till I turn to base. That's when the left engine went and I had no time to even feather it. Now I'm configured differently, in a turn and a bit low to be a glider. I line up on the center, but had a row of trees now to get over. At this point I traded some airspeed to slow descent, not wanting to remove that extra notch of flaps at this point. Just over the trees I pointed the nose down for the runway. I touched down about 5 ft short on well mowed lawn, a bit hard. I bounced straight onto the runway and rolled out, turning off and coming to rest about 20 ft from the fuel pump. After the shut down (or just turn the thing off) I hopped out and asked them to fill it completely. I then tried to call ZZZ5 center directly, but was only able to get FSS to pass on the message. The clincher is that the plane took 96.5G. I bought the PA34 three weeks earlier and had put about 50 hours on prior to this flight. It was a 123G seneca as indicated by the serial number, the fuel tank placards, the fuel controller placard, fuel gauges, the fuel flow gauge, the poh and all other documents including aircraft specific west & B sheets. The plane was advertised to be 123G. However, it appeared to only have 93 useable (the earlier PA34 version). I checked the plane meticulously and even called the mechanics. The conclusion was I ran out of fuel. But why? I flew back considering I now only had 93 useable. The next day the mechanics took the plates off the bladder tanks and, guess what--they weren't there! They had both been removed and the mains in each wing connected with what appeared to be a radiator hose. So there was the missing 30G, just what I had calculated. I called the previous owner who had the plane for 5 yrs. He installed the fuel tanks with the 123G setting. When I told him it was only 93 useable he nearly dropped over. He had been flying his family all this time not knowing how close this was. I also spoke to the shop that took care of the plane for the 5 yrs, signing off all annuals. They also had no idea and were quite shocked. The background is that the plane was out of the country for about 10 yrs. A dealer brought the plane back, re-certified, stripped and painted it. Subsequently, it was passed off as 123G and no one ever checked the bladders. I've talked to several shops and they all indicate that they would not have removed the bladder caps during an annual since it holds the bladder in place. It seems only if the bladders leak would anyone look. I have since spoken to the controller who handled me, mr X. He knew exactly what to do and he sensed a problem. He never started with any unnecessary questions even though I never actually declared an emergency. He immediately gave me the information I needed to get to an airport and he was right on the button. I landed in ZZZ6. The terrain is quite rough in VFR conditions, much less IFR conditions. Mr X told me he is retiring in 3 months, but he saved me and I am thoroughly indebted to him for that. I've spoken to the others about this matter, but I'm not so sure that it is that rare. Immediately upon finding out that the tanks were missing, new ones were ordered and installed 2 days later. The original fuel gauges were calibrated and found to read more than 1/4 tank high. New ones are on order. The fuel used and added for 3 weeks matched what the gauge said, however, the baseline was 30G off. In retrospect, I think I was doing everything right. I rarely let tanks go below 1 hour remaining. I did earlier put in 87G and now I realize how close that was. I wonder how many PA34S are out there with the bladder tanks removed because someone didn't want to fix a leaky one? Interesting, eh? Callback conversation with reporter revealed the following information: the reporter stated the serial number, fuel tank placards and all instruments indicate the usable fuel was 123 gallons. The reporter said at the diversion station the airplane was serviced to 96.5 gallons. The reporter stated when the technicians opened up the bladder plates it was discovered no bladder tanks were installed. The reporter stated the aircraft records and documents were researched and no entry was found on the bladder tanks removal.

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Original NASA ASRS Text

Title: A PIPER SENECA II IN CRUISE AT 8000 FT DIVERTED DUE TO R ENG FAILURE. ON APCH THE L ENG FAILED, CAUSED BY FUEL EXHAUSTION.

Narrative: ON THE MORNING OF 08/THURS/03, I WAS FLYING BY MYSELF FROM ZZZ TO ZZZ1. I DEPARTED ZZZ AROUND XA00 AM ON AN IFR FLT IN IMC. FINAL ALT WAS 8000 FT. THE ROUTING TOOK ME OUT TO THE W APPARENTLY TO GET AROUND THE ZZZ2 AREA. I HAD FLOWN TWO DAYS EARLIER AND FUELED UP IN ZZZ3. THE FLT BACK TO ZZZ WAS ABOUT 1.25 HOURS. I OPERATE AT 75% POWER AS INDICATED ON THE CHARTS. THIS RELATES TO A FUEL BURN OFF 23.6G. IN REALITY, I RUN AT SOMEWHAT LOWER MP AND RPM THAN WHAT IS CALLED FOR. AFTER ABOUT TWO HRS OF FLYING I DECIDED TO STOP SOMEWHERE FOR FUEL, ALTHOUGH MY CALCULATIONS SHOWED THAT I WOULD LAND WITH ABOUT A 20G RESERVE. I SPENT MAYBE 10 MINS WORKING OUT SCENARIOS AND DECIDED ON ZZZ4. THE FUEL TANK INSTALLED BY THE PREVIOUS OWNER WAS INDICATING THAT I HAD 34+ GALLONS AT THIS POINT. I WAS NOW WITH ZZZ5 CENTER AND THINGS WERE SMOOTH AND QUIET. THEN THINGS CHANGED. THE R ENG STARTED TO SURGE AND I IMMEDIATELY WENT INTO DIAGNOSTIC MODE. AFTER THE INITIAL ENG PROB WAS IDENTIFIED TO THE R SIDE, I STARTED WITH FUEL PUMPS, CROSS FEED ETC. THEN I FINALLY SHUT DOWN AND FEATHERED IT. THE CTLR NOTICED MY DROP IN ALT WHEN THE PROB FIRST OCCURRED. I ADVISED THAT I HAD AN ISSUE WITH THE RIGHT ENG AND HE CLEARED ME TO A LOWER ALT. JUST AFTER THAT I ALERTED HIM THAT I HAD SHUT THE ENG DOWN AND NEED THE NEAREST ARPT. HE GAVE ME TWO QUICK CHOICES AND I TOOK THE ONE 5 MI AHEAD. HE VECTORED ME AND GAVE ME THE IDENTIFIER SO I COULD PLUG IT INTO THE GPS. SO FAR SO GOOD, SIMPLE SINGLE ENG APCH, ALBEIT IMC. EVERYTHING WAS FINE AS I SET UP FOR A SINGLE ENG LNDG. BEING HIGH, I GOT GEAR DOWN AND PUT IN ALL FLAPS. EVERYTHING IS STILL FINE TILL I TURN TO BASE. THAT'S WHEN THE L ENG WENT AND I HAD NO TIME TO EVEN FEATHER IT. NOW I'M CONFIGURED DIFFERENTLY, IN A TURN AND A BIT LOW TO BE A GLIDER. I LINE UP ON THE CENTER, BUT HAD A ROW OF TREES NOW TO GET OVER. AT THIS POINT I TRADED SOME AIRSPEED TO SLOW DSCNT, NOT WANTING TO REMOVE THAT EXTRA NOTCH OF FLAPS AT THIS POINT. JUST OVER THE TREES I POINTED THE NOSE DOWN FOR THE RWY. I TOUCHED DOWN ABOUT 5 FT SHORT ON WELL MOWED LAWN, A BIT HARD. I BOUNCED STRAIGHT ONTO THE RWY AND ROLLED OUT, TURNING OFF AND COMING TO REST ABOUT 20 FT FROM THE FUEL PUMP. AFTER THE SHUT DOWN (OR JUST TURN THE THING OFF) I HOPPED OUT AND ASKED THEM TO FILL IT COMPLETELY. I THEN TRIED TO CALL ZZZ5 CENTER DIRECTLY, BUT WAS ONLY ABLE TO GET FSS TO PASS ON THE MSG. THE CLINCHER IS THAT THE PLANE TOOK 96.5G. I BOUGHT THE PA34 THREE WEEKS EARLIER AND HAD PUT ABOUT 50 HRS ON PRIOR TO THIS FLT. IT WAS A 123G SENECA AS INDICATED BY THE SERIAL NUMBER, THE FUEL TANK PLACARDS, THE FUEL CTLR PLACARD, FUEL GAUGES, THE FUEL FLOW GAUGE, THE POH AND ALL OTHER DOCUMENTS INCLUDING ACFT SPECIFIC W & B SHEETS. THE PLANE WAS ADVERTISED TO BE 123G. HOWEVER, IT APPEARED TO ONLY HAVE 93 USEABLE (THE EARLIER PA34 VERSION). I CHECKED THE PLANE METICULOUSLY AND EVEN CALLED THE MECHS. THE CONCLUSION WAS I RAN OUT OF FUEL. BUT WHY? I FLEW BACK CONSIDERING I NOW ONLY HAD 93 USEABLE. THE NEXT DAY THE MECHS TOOK THE PLATES OFF THE BLADDER TANKS AND, GUESS WHAT--THEY WEREN'T THERE! THEY HAD BOTH BEEN REMOVED AND THE MAINS IN EACH WING CONNECTED WITH WHAT APPEARED TO BE A RADIATOR HOSE. SO THERE WAS THE MISSING 30G, JUST WHAT I HAD CALCULATED. I CALLED THE PREVIOUS OWNER WHO HAD THE PLANE FOR 5 YRS. HE INSTALLED THE FUEL TANKS WITH THE 123G SETTING. WHEN I TOLD HIM IT WAS ONLY 93 USEABLE HE NEARLY DROPPED OVER. HE HAD BEEN FLYING HIS FAMILY ALL THIS TIME NOT KNOWING HOW CLOSE THIS WAS. I ALSO SPOKE TO THE SHOP THAT TOOK CARE OF THE PLANE FOR THE 5 YRS, SIGNING OFF ALL ANNUALS. THEY ALSO HAD NO IDEA AND WERE QUITE SHOCKED. THE BACKGROUND IS THAT THE PLANE WAS OUT OF THE COUNTRY FOR ABOUT 10 YRS. A DEALER BROUGHT THE PLANE BACK, RE-CERTIFIED, STRIPPED AND PAINTED IT. SUBSEQUENTLY, IT WAS PASSED OFF AS 123G AND NO ONE EVER CHECKED THE BLADDERS. I'VE TALKED TO SEVERAL SHOPS AND THEY ALL INDICATE THAT THEY WOULD NOT HAVE REMOVED THE BLADDER CAPS DURING AN ANNUAL SINCE IT HOLDS THE BLADDER IN PLACE. IT SEEMS ONLY IF THE BLADDERS LEAK WOULD ANYONE LOOK. I HAVE SINCE SPOKEN TO THE CTLR WHO HANDLED ME, MR X. HE KNEW EXACTLY WHAT TO DO AND HE SENSED A PROB. HE NEVER STARTED WITH ANY UNNECESSARY QUESTIONS EVEN THOUGH I NEVER ACTUALLY DECLARED AN EMER. HE IMMEDIATELY GAVE ME THE INFO I NEEDED TO GET TO AN ARPT AND HE WAS RIGHT ON THE BUTTON. I LANDED IN ZZZ6. THE TERRAIN IS QUITE ROUGH IN VFR CONDITIONS, MUCH LESS IFR CONDITIONS. MR X TOLD ME HE IS RETIRING IN 3 MONTHS, BUT HE SAVED ME AND I AM THOROUGHLY INDEBTED TO HIM FOR THAT. I'VE SPOKEN TO THE OTHERS ABOUT THIS MATTER, BUT I'M NOT SO SURE THAT IT IS THAT RARE. IMMEDIATELY UPON FINDING OUT THAT THE TANKS WERE MISSING, NEW ONES WERE ORDERED AND INSTALLED 2 DAYS LATER. THE ORIGINAL FUEL GAUGES WERE CALIBRATED AND FOUND TO READ MORE THAN 1/4 TANK HIGH. NEW ONES ARE ON ORDER. THE FUEL USED AND ADDED FOR 3 WEEKS MATCHED WHAT THE GAUGE SAID, HOWEVER, THE BASELINE WAS 30G OFF. IN RETROSPECT, I THINK I WAS DOING EVERYTHING RIGHT. I RARELY LET TANKS GO BELOW 1 HR REMAINING. I DID EARLIER PUT IN 87G AND NOW I REALIZE HOW CLOSE THAT WAS. I WONDER HOW MANY PA34S ARE OUT THERE WITH THE BLADDER TANKS REMOVED BECAUSE SOMEONE DIDN'T WANT TO FIX A LEAKY ONE? INTERESTING, EH? CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE SERIAL NUMBER, FUEL TANK PLACARDS AND ALL INSTRUMENTS INDICATE THE USABLE FUEL WAS 123 GALLONS. THE RPTR SAID AT THE DIVERSION STATION THE AIRPLANE WAS SERVICED TO 96.5 GALLONS. THE RPTR STATED WHEN THE TECHNICIANS OPENED UP THE BLADDER PLATES IT WAS DISCOVERED NO BLADDER TANKS WERE INSTALLED. THE RPTR STATED THE ACFT RECORDS AND DOCUMENTS WERE RESEARCHED AND NO ENTRY WAS FOUND ON THE BLADDER TANKS REMOVAL.

Data retrieved from NASA's ASRS site as of July 2007 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.