According to the instrument-rated private pilot, she was working toward a commercial certificate. She was conducting an instrument cross-country flight in VFR conditions with a safety pilot in the Piper PA28.
During the final approach on the second leg of the cross-country flight, the airplane’s altitude was low and she added power by moving the throttle, but “nothing happened.”
The safety pilot in the right seat took the controls and made a forced landing on a highway in Dayton, Ohio. During the landing the airplane hit a vehicle.
The private pilot and the safety pilot reported that they were not sure why the engine lost power.
The private pilot told investigators that the airplane had been “topped off” prior to the flight, which was about 181 nautical miles to their destination. During preflight for the return leg, she affirmed that she visually checked the fuel quantity in each tank and “it was at the tabs.” She completed a fuel sample and they departed for the return flight.
According to the FAA Inspector who performed the post-accident airplane examination, during the examination, he observed that the fuel tank selector was set to the left tank. The fuel pump and carburetor float bowl had less than an ounce of fuel in each. The left wing tank did not contain any usable fuel and there was no sign of fuel on the ground post impact. The right tank contained about 12 gallons of fuel.
According to the manufacturer’s pilot operator handbook, per Chapter 3, the first step of the Engine Power Loss In Flight emergency procedure states: Fuel Selector…switch to tank containing fuel.
The airplane sustained substantial damage to the left wing spar.
Probable Cause: The pilot’s improper fuel management, which resulted in fuel starvation, a total loss of engine power, and an off-airport landing, during which the airplane struck a vehicle.
This October 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
1st item in GUMP is gas on fullest tank. I guess they didn’t do landing checklist.
The pilot’s report says they were using the timer on the transponder for switching tanks and that she executed the pre-landing checklist (first item fuel selector – proper tank). I had a student who at the very beginning read all of the items on the simplified pre-takeoff checklist on the 152 window frame and said ok done. I asked ‘did you increase power to 1700, check the mags, check the carb heat, check the electrical’, etc? No. That’s in part why we got to the recommended procedure of looking at and touching controls, making sure of their position, and verbally confirming.
A commercial pilot candidate and a safety pilot in the cockpit, and neither of them can read a fuel gauge. Amazing.
Just a guess on my part.
They were using the autopilot and did not feel or see the heavy wing.
The fuel valve is out of sight and reach of the CFI.
A clock and note to check fuel gauges and required valve selection would have fixed the issue.
CFI needs a 701 flight.
Another aircraft damaged due to ‘stupid pilot tricks’.
If a pilot is not able to manage the fuel use, this person should not be allowed a commercial cert.
So much for the pilot stating ‘switching tanks every 30 minutes’ !