The pilot reported that, before departure, he estimated that the Piper PA-32’s right tip fuel tank was three-quarters full (about 14 gallons), and each main fuel tank had about 20 gallons of fuel.
During cruise, he decided to use the right tip fuel tank, even though he was aware that the right tip fuel tank gauge was inoperative.
After about 25 to 30 minutes, he performed various stall maneuvers before returning to the departure airport to land. That’s when he noticed a reduction in engine power and a drop in the manifold pressure and concluded that the airplane would not be able to return to the airport, so he continued a left turn toward a farm field.
The pilot began to troubleshoot for carburetor ice to no avail. The airplane landed in the field near Camas, Washington, and hit a ditch.
The airplane sustained substantial damage to the engine mounts.
The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
The pilot added that, during a postaccident examination, it was revealed that the right tip fuel tank was dry and “that the engine lost power due to fuel starvation.”
Probable cause: The pilot’s inadequate inflight fuel management and his failure to switch to a fuel tank with adequate fuel, which resulted in fuel starvation.
NTSB Identification: GAA18CA184
This March 2018 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.
Head UP & LOCKED.
FUEL STICK NEVER LIES! Unlike some fuel gauges I know.
Fuel Stick doesn’t even necessarily have to be a calibrated one to get a good reading.
I use a 1/4 inch clear plastic tube with a snug fitting O-ring slid to a point even with tank filler neck top. This gives me a very good approximation of fuel remaining in that tank.
And…Oh yes; eyeballs and flashlights often LIE too.
Stick the darned tank!
You always land with the fuel selector on the “main” tanks, not on the tip or aux. tanks. Common procedure, another case of ” bad decision making by the PIC !!” No amount of instruction, logged hours type of aircraft noted on log books flown, it’s all just laziness in the pilots part, NO excuse. Maybe if you lose your ticket for six months, just maybe it won’t happen again to this person, you think??
If you KNOW the fuel gauges are faulty then why expect not to run out of fuel?
What a shame. It sounds like the PIC was so preoccupied in landing the aircraft he failed to switch from the tip tank to either the right or left mains. That fact that he had time to check for carburetor ice (260 hp version) should have provided a clue to switch tanks. The report made no mention of exactly how much fuel was in the mains –kinda make you wonder???
This pilot is an Air Force instructor pilot and had hundreds of hours in the aircraft., so no excuses for not following the check list. #1 is to always change tanks.
Flying with an in-op fuel gauge is an airworthiness item.
So, this military pilot has some ‘black stars’ and probably has no future in the USAF.
BTW, on the form 6120, he reported 40 gallons of fuel….in the mains.!