 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
A UPF7 pilot landed dead stick after the engine failed due to fuel exhaustion while entering the pattern.
| Attributes | |
| ACN | 1028243 |
| Time | |
| Date | 201208 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Small Aircraft |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Route In Use | Direct |
| Flight Plan | None |
| Component | |
| Aircraft Component | Engine |
| Person 1 | |
| Function | Pilot Flying Single Pilot |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 75 Flight Crew Total 9000 Flight Crew Type 20 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
While entering upwind for runway 18 the engine suddenly quit. An uneventful power off landing was accomplished on runway 9.the reason for the engine quitting was fuel exhaustion! Prior to the flight a preflight inspection was completed and it was determined that there were two hours of fuel on board for a one hour flight. This was determined by checking the fuel totalizer (indicating 25 gallons onboard) and the aircraft log (that indicated two (2) hours of flight since the last top off). Both sources agreed with one another that at a 12 gph fuel burn there was adequate fuel for a one hour flight.there was no way to accurately stick the tanks; due to their position/angle when on the ground. The clear tube float gauges have not proven to be very accurate and were looked at; but the decision to make the flight was made using the two means previously addressed; which were referred to in the past and proved accurate.several things led up to this incident. First; the plane's fuel tanks are placarded to hold 50 usable gallons. Upon landing I could only put in 41.5 gallons. With 2 hours out and a flight planned for one hour; this still should not have presented a problem.the only other explanation is that the tanks were not completely 'topped off'; making all other calculations invalid. The totalizer will also have to be re-calibratedthough the outcome was ok; this was a very embarrassing moment for a gold seal master CFI; who is always preaching 'time in the tanks' and who flies conservatively in every other way.when pre-flighting other aircraft I fly will continue as usual with a visual confirmation of the fuel quantity. For this aircraft and others that are not easily 'sticked' or visually inspected; I will be more cautious on determining how much fuel is on board and will adjust expected endurance figures downward.
Original NASA ASRS Text
Title: A UPF7 pilot landed dead stick after the engine failed due to fuel exhaustion while entering the pattern.
Narrative: While entering upwind for Runway 18 the engine suddenly quit. An uneventful power off landing was accomplished on Runway 9.The reason for the engine quitting was fuel exhaustion! Prior to the flight a preflight inspection was completed and it was determined that there were two hours of fuel on board for a one hour flight. This was determined by checking the fuel totalizer (indicating 25 gallons onboard) and the aircraft log (that indicated two (2) hours of flight since the last top off). Both sources agreed with one another that at a 12 GPH fuel burn there was adequate fuel for a one hour flight.There was no way to accurately stick the tanks; due to their position/angle when on the ground. The clear tube float gauges have not proven to be very accurate and were looked at; but the decision to make the flight was made using the two means previously addressed; which were referred to in the past and proved accurate.Several things led up to this incident. First; the plane's fuel tanks are placarded to hold 50 usable gallons. Upon landing I could only put in 41.5 gallons. With 2 hours out and a flight planned for one hour; this still should not have presented a problem.The only other explanation is that the tanks were not completely 'topped off'; making all other calculations invalid. The totalizer will also have to be re-calibratedThough the outcome was OK; this was a very embarrassing moment for a Gold Seal Master CFI; who is always preaching 'time in the tanks' and who flies conservatively in every other way.When pre-flighting other aircraft I fly will continue as usual with a visual confirmation of the fuel quantity. For this aircraft and others that are not easily 'sticked' or visually inspected; I will be more cautious on determining how much fuel is on board and will adjust expected endurance figures downward.
Data retrieved from NASA's ASRS site as of July 2013 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.