The flight instructor was working with the private pilot on his flight review.
Before the flight in the Piper PA-28-181, the pilot checked the fuel and observed that the fuel level in both fuel tanks was below the tabs and that the right fuel tank had less fuel in it than the left fuel tank.
After departing and maneuvering in the Bristow, Virginia, area, the pilot and the flight instructor returned to the airport, landed, then taxied back for another takeoff.
After completing two traffic pattern circuits, on the third takeoff, the engine stopped producing power at 800′ mean sea level (msl) on the upwind leg of the traffic pattern.
The pilot lowered the airplane’s nose, and the engine started running again.
The flight instructor then took over control of the airplane as they started on the right crosswind leg for the runway, and at 900′ msl, the engine lost power again.
After deciding that the airplane did not have sufficient altitude to reach the runway, the flight instructor advised the air traffic control tower that they were going to attempt a landing in a field near the airport. She then checked the mixture, throttle, and ignition, without results, but neither she nor the private pilot attempted to switch from the right fuel tank to the left fuel tank.
During the off-airport landing, the airplane went through an electric fence and spun around about 180°. The nose landing gear sheared off, which resulted in substantial damage to the airframe.
Examination of the engine revealed no evidence of any preimpact mechanical failures or malfunctions that would have precluded normal operation.
Examination and draining of the fuel system revealed that the fuel strainer bowl, the line from the fuel strainer to the carburetor, and the carburetor float bowl were absent of fuel. The right fuel tank also contained only about 1 pint of fuel, while the left fuel tank contained about 3 gallons of fuel.
Review of flight school records revealed that the airplane had flown 4.7 hours since it was last refueled.
When asked, the flight instructor advised that she had not observed the pilot as he performed his preflight inspection, did not know when the airplane had last been refueled, and did not remember asking the pilot about the fuel quantity before they departed.
Probable cause: The flight instructor’s and pilot’s mismanagement of the available fuel, which resulted in exhaustion of the fuel in the selected fuel tank and a subsequent total loss of engine power.
NTSB Identification: ERA17CA186
This May 2017 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.
If this kind of conduct continues, I wonder how long it’s going to take the FAA to issue some kind of ruling that from now on at every flight, all fuel tanks need to be full of fuel before take off, no matter how long or short the flight will be. People continue to act like little kids they will be treated like little kids, and then we will watch and hear the bitching from all those offenders..guaranteed..It never ends, there are always some that will screw it up for everyone else….damn….
Though I agree that this is a PIC responsibility, it is also a very important planning issue that should be considered (and verified) on every flight. Fuel planning should be specifically covered in a flight review.
It is common to criticize 91.103 (“all available info”) as too broad, but if you read further, all the major causal factors for accidents are specifically mentioned; TO/L performance and airfield length, weather, fuel, delays/alternates (plan B?) Call me chicken but I always “consider the killers” before taking to the air whether in my 7AC Champ, for a charter flight or flying dual.
I flew with my father, a retired Marine Corps test pilot. He had a typewritten checklist that was laminated and on a clipboard. He always went through the full list did all the checks and took off with 3/4 full tanks. If anyone flew with him they got to read the list and check them off with a shatpie as he said “check”! A great experience for his grandchildren and passengers. He never had an issue in 7000 hours plus, over 50 years in the air as a pilot. ” It’s all about preparation and planning, with no fast moves in the cockpit ‘. His saying.
Inadequate preflight, not following checklist (fuel on fuller tank for takeoff, except in this case there shouldn’t have been a takeoff), not following memory items with loss of power (change tanks is #1 for a PA-28). Top to bottom, unfortunately, failure at every step. With every fuel exhaustion report that GAN publishes, there are different circumstances. But as far as I can remember, failure to follow the aircraft’s restart procedure is the one thing that is repeated in all.
Sorry gb but if I am the flight instructor on this flight I’m going to darn well know everything about the flight that I can. I’m not going to leave how much fuel is in the aircraft as an unknown in my mind. I understand that the PIC is not a student pilot but the report specifically states “flight instructor“ as occupying the right seat, So I assume that the flight instructor is not along for a ride but was doing some form of instruction. In that capacity if I were the flight instructor I would want to know how much fuel is on the aircraft. Especially in light of the number of reports that we read about here of aircraft running out of fuel. I am not aware of what the regulations say on this issue but as I said were either flight instructor I would want to know how much fuel is on board.
The flight instructor is not at fault…its a flight review, not a checkride. The PIC did not stick the tanks….BAD BAD BAD. If you can’t see fuel, then fuel. If you can’t fuel then stick the tanks and VERIFY.