|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : ism|
|Altitude||msl bound lower : 800|
msl bound upper : 900
|Controlling Facilities||tracon : mco|
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Retractable Gear|
|Flight Phase||descent : approach|
|Route In Use||approach : visual|
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 90|
flight time total : 7000
flight time type : 12
|Anomaly||aircraft equipment problem : critical|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : declared emergency|
none taken : anomaly accepted
|Consequence||faa : investigated|
On final approach to runway 15 at kissimmee airport I experienced engine failure at 800-900' above sea level at a distance of 2 1/2-3 mi from the runway. Because of the rapid sink rate of the small aircraft, I realized I could not make it to the airport. There were also obstructions in the path towards the runway such as malls, houses and a major highway 192 which afforded great danger to others and myself if I kept along the original route. Instantaneously I decided for an off the field landing on a clear pasture in a farm to my right and head for it. I landed with minor damage to the airplane (nose gear and propeller broke and 2 dents on the leading edge of the wings from impact of the fence posts. I walked out west/O a scratch. Both the sheriff and the local FAA aviation safety inspectors were there within 2 1/2 hours of the incident. Departing that afternoon 3/88 at XA30 local time from tamiami airport for a VFR trip to kissimmee, I checked for fuel in the tank as well as the fuel gauge on board, and felt there was sufficient gas on board for the trip. The FAA inspector saw that there was no fuel in the main tank and also saw that the fuel gauge read 1/4 full with the master switch on. I did not have on board the certificate of airworthiness logbooks for airplane and engine, nor did I have my license and medical card at the time. I had just bought the airplane in oct and was in the process of registering it and had the other documents at my attorney's and at my home in miami. I now have these and I have given this information by phone to operations inspector at the orlando FAA flight standards district in 3/88. I am today, 3/88, sending a photo copy of these by registered mail for their files. It was also noted that aviation safety inspector, did not see in the baggage compartment nor back of fuselage an ELT. When I bought the aircraft I was told that it had one and was also surprised that at the time of the inspection, XC00 pm with a flashlight, there was none. The airplane had its annual last year and was given a certificate of airworthiness which I am including with other items. I have never had an accident or incident in my 22 yrs of flying and I currently own an light transport with all instruments working accurately and always maintained with the highest standards. My mistake was trusting old gauges, relying too heavily in the fact that if an annual was passed everything was ok and the fact that I bought this aircraft from the previous owners who did not know anything about small aircraft's and could not give me a half descent chkout. Before the accident, I had joined the small aircraft club just so I could talk to others about this classic airplane and learn more about it, but had not been able to do so until now. I hold a current license, commercial, instrument and multieng and a current class 2 medical of which copies I am submitting to you. Callback conversation with reporter revealed the following: upon further inspection it was discovered the aircraft was not out of fuel but that the aircraft actually had an engine failure and the aircraft is now being repaired. The FAA has not faulted the pilot and in fact he has now received his registration for the aircraft from FAA.
Original NASA ASRS Text
Title: GA SMA ENGINE FAILURE. OFF ARPT LNDG.
Narrative: ON FINAL APCH TO RWY 15 AT KISSIMMEE ARPT I EXPERIENCED ENG FAILURE AT 800-900' ABOVE SEA LEVEL AT A DISTANCE OF 2 1/2-3 MI FROM THE RWY. BECAUSE OF THE RAPID SINK RATE OF THE SMA, I REALIZED I COULD NOT MAKE IT TO THE ARPT. THERE WERE ALSO OBSTRUCTIONS IN THE PATH TOWARDS THE RWY SUCH AS MALLS, HOUSES AND A MAJOR HWY 192 WHICH AFFORDED GREAT DANGER TO OTHERS AND MYSELF IF I KEPT ALONG THE ORIGINAL ROUTE. INSTANTANEOUSLY I DECIDED FOR AN OFF THE FIELD LNDG ON A CLR PASTURE IN A FARM TO MY RIGHT AND HEAD FOR IT. I LANDED WITH MINOR DAMAGE TO THE AIRPLANE (NOSE GEAR AND PROP BROKE AND 2 DENTS ON THE LEADING EDGE OF THE WINGS FROM IMPACT OF THE FENCE POSTS. I WALKED OUT W/O A SCRATCH. BOTH THE SHERIFF AND THE LCL FAA AVIATION SAFETY INSPECTORS WERE THERE WITHIN 2 1/2 HRS OF THE INCIDENT. DEPARTING THAT AFTERNOON 3/88 AT XA30 LCL TIME FROM TAMIAMI ARPT FOR A VFR TRIP TO KISSIMMEE, I CHKED FOR FUEL IN THE TANK AS WELL AS THE FUEL GAUGE ON BOARD, AND FELT THERE WAS SUFFICIENT GAS ON BOARD FOR THE TRIP. THE FAA INSPECTOR SAW THAT THERE WAS NO FUEL IN THE MAIN TANK AND ALSO SAW THAT THE FUEL GAUGE READ 1/4 FULL WITH THE MASTER SWITCH ON. I DID NOT HAVE ON BOARD THE CERTIFICATE OF AIRWORTHINESS LOGBOOKS FOR AIRPLANE AND ENG, NOR DID I HAVE MY LICENSE AND MEDICAL CARD AT THE TIME. I HAD JUST BOUGHT THE AIRPLANE IN OCT AND WAS IN THE PROCESS OF REGISTERING IT AND HAD THE OTHER DOCUMENTS AT MY ATTORNEY'S AND AT MY HOME IN MIAMI. I NOW HAVE THESE AND I HAVE GIVEN THIS INFO BY PHONE TO OPS INSPECTOR AT THE ORLANDO FAA FLT STANDARDS DISTRICT IN 3/88. I AM TODAY, 3/88, SENDING A PHOTO COPY OF THESE BY REGISTERED MAIL FOR THEIR FILES. IT WAS ALSO NOTED THAT AVIATION SAFETY INSPECTOR, DID NOT SEE IN THE BAGGAGE COMPARTMENT NOR BACK OF FUSELAGE AN ELT. WHEN I BOUGHT THE ACFT I WAS TOLD THAT IT HAD ONE AND WAS ALSO SURPRISED THAT AT THE TIME OF THE INSPECTION, XC00 PM WITH A FLASHLIGHT, THERE WAS NONE. THE AIRPLANE HAD ITS ANNUAL LAST YEAR AND WAS GIVEN A CERTIFICATE OF AIRWORTHINESS WHICH I AM INCLUDING WITH OTHER ITEMS. I HAVE NEVER HAD AN ACCIDENT OR INCIDENT IN MY 22 YRS OF FLYING AND I CURRENTLY OWN AN LTT WITH ALL INSTRUMENTS WORKING ACCURATELY AND ALWAYS MAINTAINED WITH THE HIGHEST STANDARDS. MY MISTAKE WAS TRUSTING OLD GAUGES, RELYING TOO HEAVILY IN THE FACT THAT IF AN ANNUAL WAS PASSED EVERYTHING WAS OK AND THE FACT THAT I BOUGHT THIS ACFT FROM THE PREVIOUS OWNERS WHO DID NOT KNOW ANYTHING ABOUT SMA'S AND COULD NOT GIVE ME A HALF DSCNT CHKOUT. BEFORE THE ACCIDENT, I HAD JOINED THE SMA CLUB JUST SO I COULD TALK TO OTHERS ABOUT THIS CLASSIC AIRPLANE AND LEARN MORE ABOUT IT, BUT HAD NOT BEEN ABLE TO DO SO UNTIL NOW. I HOLD A CURRENT LICENSE, COMMERCIAL, INST AND MULTIENG AND A CURRENT CLASS 2 MEDICAL OF WHICH COPIES I AM SUBMITTING TO YOU. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: UPON FURTHER INSPECTION IT WAS DISCOVERED THE ACFT WAS NOT OUT OF FUEL BUT THAT THE ACFT ACTUALLY HAD AN ENG FAILURE AND THE ACFT IS NOW BEING REPAIRED. THE FAA HAS NOT FAULTED THE PLT AND IN FACT HE HAS NOW RECEIVED HIS REGISTRATION FOR THE ACFT FROM FAA.
Data retrieved from NASA's ASRS site as of August 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.