In a statement provided by the pilot, the fuel calculations for the flight in the Piper PA 18-150 were based on the fuel burn from the flight the day before.
On the day of the accident, the pilot used a clock timer from the time of engine start to estimate the longevity of the fuel supply. He and his passenger departed on a low altitude wildlife control flight.
When the timer read 4 hours and 22 minutes, the engine experienced a partial loss of power two consecutive times. The pilot restored the power both times by applying carburetor heat.
When the engine experienced a loss of power the third time, he attempted to restore the power by leaning the mixture control and adjusting the fuel selector.
Finally, the engine experienced a total loss of power and the pilot landed on a highway near Gordon, Neb., with a gusty quartering tailwind from the southwest.
During the landing roll, a gust of wind pushed the airplane to the right. It left the road, hit a fence, and a wooden pole, which resulted in substantial damage to the right wing and fuselage.
The FAA inspector determined that the airplane’s usable fuel supply had been exhausted. In a statement provided by the operator’s representative, the pilot stated that his fuel calculations were not correct and the fuel supply had been exhausted.
The NTSB determined the probable cause as a loss of engine power due to the pilot’s improper planning and miscalculation of the fuel supply, which resulted in fuel exhaustion.
NTSB Identification: CEN14CA137
This February 2014 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.
The FAA minimum fuel for planning purposes in day VMC is 30 minutes. Given highly variable fuel burn in maneuvering flight a better number is 1 hour of fuel in the tanks when we land… NO LESS! The pilot must have been catheterized if he flew 4 1/2 hours and planned for more.
Fuel exhaustion did not dent the Piper, your title to the article is false and does not help the any pilot understand that they are the reason for the denting of the aircraft……… please stop using such headlines, it does not help anyone
The NTSB determined the probable cause as a loss of engine power due to the pilot’s improper planning and miscalculation of the fuel supply, which resulted in fuel exhaustion.
My father use to say “it was the fault of the nut holding the wheel.” However, in this case the nut holding the stick. The PA18 fuel level indicators are glass tubes visible from the front or back seat on this aircraft. They are very reliable in deed. Just need to fly level periodically to verify quantity.
A question from a pilot that has not flown in many years. Why can’t the pilot just look at the fuel gauge? I can’t understand why the fuel gauge is so unreliable that it can’t be used. Surely an electronic sensor would be accurate enough to tell the pilot to land. I have never read of the pilot referring to the fuel gauge in any of these accident reports.
Dave
Especially in a Super Cub with the visual tube gauges on each tank. Let’s see. If it had a 150 Lycoming, 36 gallons of gas in standard tanks and 9 gallons/hour fuel burn euals 4 hours. He did good. He got an additional 22 minutes out of it.
He had everything right except the amount of fuel ;;