The pilot reported that, after takeoff from the airport in Hollister, California, about 500 feet above the ground he retracted the North American T28’s landing gear. Shortly after that, the engine sputtered and lost power.
He adjusted the fuel mixture, but it did not have any effect. He attempted to return to the airport, but noticed he would not make the runway and decided to land in a dirt field near the airport with the landing gear retracted. The airplane sustained substantial damage to the fuselage.
The FAA inspector who examined the airplane reported that, upon sumping the center tank and both wing tanks, he was only able to obtain about a cup or two of fuel out of the system.
He checked the fuel gauge. There was only one gauge for the fuel with a single switch that has left, right, and center positions. In the left position, it showed empty, in the center position, which showed total fuel, it read 900 pounds and on the right position, it also showed 900 pounds.
He added that the mechanic who assisted with the recovery said there was no fuel leaks and there were no signs of fuel on the ground. He also stated that they did not remove any fuel from the aircraft.
The pilot told investigators he recalled having refueled the airplane about a week before the accident. He added a safety recommendation: “Always top off fuel.”
Probable Cause: The pilot’s improper fuel planning, which resulted in fuel exhaustion and the subsequent total loss of engine power.
This June 2019 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.
Am I understanding correctly that the right wing tank had 900 lbs of fuel while the other tanks were empty? If that’s the case, how did the FAA inspector only get a cup of fuel from the system, and how hard is it to switch fuel tanks (at 500 AGL mind you, too close to the ground) ? Thanks for the clarification.
That’s what it “read,” not what it had. Gauge off. Pilot was an idiot and did not do a visual check.
Had I ever failed to visually check fuel levels in each tank as part of pre-flight, and then visually check the caps being replaced in the final visual walk around before entering the cockpit, my instructor would have dropped me as a student. He was a nice man, a competent man, a demanding man, the best of pilots, but, let us say, a strong teacher. I never had a problem, not one, ever. Thank you Captain Starnes.
Whenever I get the 172 filled, I always climb the ladder and check the fuel caps myself. The line guys tell me maybe half the pilots bother do that. Scary.
With nearly no fuel airplanes climb well until the fuel is gone.
Some airplanes don’t allow a visual check if the tank is not full.
The King Air F90 is such a plane. A full load of pax and baggage and a short field limit gross weight. The fuel gauges are supposed to be super accurate.
I was tasked to fly an early F90 to a short strip that had no fuel. Fill all the seats and baggage ANF fly to MCI and return with pax and bags.
With 900 p p funds per side the left engine failed at rotation. I was solo for the return. No problem. SE ops were routine. Flew to S LN and topped the mains. I had 8 gallons in the tight main. 0 in the left.
Fuel system was full of fungus. It had just returned to USA from Germany
Sadly these types of accidents continue to occur over and over,
Open all fuel caps and see full. Student pilot’s learn that simple task.
Not easy to do in a lot of airplanes, particularly high performance ones. In a late model Baron or Duke, for instance, the tanks have to be over 3/4 full to even see the fuel level as the caps are far out on the wing tips.