The private pilot reported that during approach to land at the airport in Tahlequah, Oklahoma, about 250 feet above the ground, “he ran the right tank dry” and the Cessna 310’s right engine lost power.
He switched the right fuel tank selector to the auxiliary fuel tank, but despite his attempts, he could not restart the engine.
The plane landed in a grassy field short of the runway.
Post-accident examination revealed that both main fuel tanks were empty of fuel and about 17 gallons of fuel remained in the auxiliary tank.
The airplane sustained substantial damage to the left wing, while the pilot sustained minor injuries.
The pilot reported that there were no mechanical failures or malfunctions that would have precluded normal operation.
The pilot did not submit the National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report Form 6120.1.
Probable Cause: The total loss of right engine power due to fuel starvation and the pilot’s improper fuel management.
This September 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.
The CE310 ( most Cessna light twins )
The main tanks are the tip tanks.
Take-off and landings and first hour of flight are on the tips.
Cruise is done on the aux and fuel is also transferred back to the tips.
This is from my memory. I only have a few hours in 310s and 340s a long time ago. I think Cessna simplified the fuel system in later models.
Early Beech twins have similar fuel limitation.
Read the POH for each and every airplane paying attention to tanks and fuel flow.
SEEMS like—add power, land? Versus fool around on short final with a fuel selector valve?
Here we go again with yet another story of ‘fuel management issues.’ I have a different characterization: brainless personal behavior. Do these pilots climb behind the wheels of their cars and head out on the highway on a trip without checking the gas gauges? This and other pilots making similar mistakes are lucky to be alive as are folks on the ground. I recommend license suspension in these cases, same as for DUI on the road. Totally and absolutely inexcusable dereliction of duty regarding operation of a flying machine. You might think GA is phantasy football with no consequences for overlooking life-threatening rules.
Ha ha! “Fantasy” is the correct spelling. If you can misspell, you can screw up in an airplane.
Aren’t you Mr Perfect. Stickntomyour keyboard Warrior.
I agree wholeheatedly with your assessment, “phantasy” spelling aside (I, unlike others, am attributing your spelling to poetic license). Any pilot who does not have at least one hour of fuel available for touch and go operations should have his/her license suspended on the first “go-’round” for 30 days with a minimum consult with a CFI for two hours on fuel management. Why one hour? The airport environment is inherently dangerous, and fuel exhaustion during those operations should be the last reason to declare an emergency at a GA airport.
The next incident, if they have survived the first one, should be 90 days suspension with mandatory Fuel Management training of six hours or until, to the instructor’s satisfaction, they have demonstrated the ability to properly check fuel, calculate fuel requirements and have performed at least six fuel checks on a multitude of aircraft. If they survive the second and have third incident then it should be a mandatory Permanent suspension and a hearing with the FAA.
I have less flying experience than most pilots, but I have flown a wide range of aircraft and know how to check fuel in all of them, properly. It’s easy, because they let me cheat: I have a checklist!
I was initially thinking, ‘ he was at 250 ft, on final and couldn’t make the runway’.!
Then I noted that a 3 degree descent to the runway is a 19:1 slope..I don’t know of any powered aircraft with a 19:1 glide ratio.
[ yes, I know he had 1 engine running, and should have added power and completed the landing. Then figure out why the right engine quit…which it seems he knew why ]
When I’m doing power off landings, I’m descending at about 5 degrees, or an 11:1 glide. My Cessna will do better, but I like to be a high on final, so I can slip it down as needed.
Maybe GA pilots should rethink the 3 degree approach, which is designed for IFR approaches.?
How about one more light at 5 degrees approach … 11.2:1 slope ?