The pilot reported that the Piper PA 28-181 was operated on a visual flight rules night flight. He estimated that the plane had about 30 to 32 gallons of fuel prior to departure from the Rocky Mountain Metropolitan Airport (BJC) in Denver, Colorado.
During the flight, intermittent electrical issues were experienced, including static in the headsets, flickering instrument panel lights, and a fluctuating ammeter gauge. Attempts were made to alleviate the electrical issues to no avail.
A touch and go landing was made at the Kit Carson Airport (ITR) in Burlington, Colorado, and a decision was made to shorten the flight and return to the departure airport.
The pilot reported that the fuel gauges indicated the plane had about 8 gallons remaining in each fuel tank about his time.
After 20 minutes had elapsed from the departure from ITR, the fuel gauges showed empty. The engine stopped producing power and the pilot switched to the opposite fuel tank. The engine restarted and the flight continued for about 4 to 5 more minutes when the engine again stopped producing power.
During the forced landing attempt near Strasburg, Colorado, the plane struck wires and subsequently hit the ground, resulting in one minor injury.
The pilot and the flight instructor stated that the airplane’s fuel load prior to departure should have been sufficient for a flight of about three hours. The total duration of the accident flight was about 2.25 hours.
Examination of the airplane after the accident revealed no fuel remaining in either wing tank. There was no evidence of a fuel spill and no preimpact anomalies were found with respect to the airplane’s fuel system.
The pilot reported that the accident could have been prevented by ordering more fuel prior to departure or obtaining fuel at ITR.
Based on the available information, it is likely that the airplane’s fuel supply was exhausted, resulting in a complete loss of engine power. It is also possible that the observed fuel gauge reading were innacurate given the electrical problems encountered during the flight.
The NTSB determined the probable cause as the exhaustion of the fuel supply resulting in a complete loss of engine power.
NTSB Identification: CEN15CA055
This November 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.
Another “you can’t fix stupid” statement is made.
Hans, I agree. Some of us call it ‘stupid pilot tricks’.
Is takes only minutes to stick the tanks and know pretty closely how much fuel there is.
Then, to keep flying at night with an electrical issue is truly foolish, not to mention ‘careless and reckless’…91.13 .!
If you want to depart with less than full tanks, a properly calibrated fuel stick for that particular airplane will let you know exactly what is in the tanks.
I will leave the flying of PA-28’s with electrical problems, at night and in the Rockies, to “braver” souls like these.
You hit it. Electrical problems = Airplane neither Airworthy nor safe for night flight. Hence they should never have departed ITR, their T&G airport. The loss of power due to fuel exhaustion was merely the nail that closed the coffin THIS time. It could easily have been total loss of all electrical systems followed by spatial disorientation followed by stall/spin, CFIT, or an inflight fire.
The CFI (I hope) will have serious discussions with the FAA about why he or she shouldn’t face suspension of both CFI certificates and CPL for “careless and reckless” (14 CFR 91.13), plus violations for knowingly flying an aircraft that was both unairworthy and unsafe to fly (See 14 CFR 91.7 (a) and (b). The regs are crystal clear: ” The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur.” Absent a (continuously functional!) electrical system the aircraft was also not legal for night flight (14 CFR 91.205 (a), (b), and (c). If the flying pilot had his license (wasn’t a student pilot) then the bucket of very hot water is roomy enough for two.
Both individuals need serious remedial training on how to make “good” decisions!
Having been a pilot since the 60’s, this problem of running out of gas so often is an embarrassment that harms the ‘image’ of GA. If we told the truth to non-pilots – that 5-10% of all accidents are because we ran out of gas – we’d be laughed at!
We have identified our worst enemy, “they” is us! (Pogo)
How tough could it have been to slosh a couple gallons in at Kit Carson? I don’t think 8-gallons allows for 45-minute reserve, does it?
Engines have a nasty habit of not producing power when they run out of fuel.
One of the basic rules of flying….”fuel gauges lie.”
Yup, another set of Darwin twins. This time they lived to tell. Sorry for repeating myself.
FUEL TOTALIZER
But you do need to remember to hit the fill up reset button.
And for the math impaired, it might be useful for one per tank on a low wing.