20080829845779A

(-23) On August 29, 2008, at approximately 1856 PDT, N172ST, a Cessna CE-172N crashed on clybourne ave, approximately one half mile west of runway 15 centerline, at bob hope airport (bur), burbank, CA. The accident pilot rented this aircraft from universal air academy located at el monte airport, CA (EMT). The pilot’s navigation form indicated a planned route of flight from EMT to mod via EMT bur vny gmn ehf tlr E79 hyp mod for a total of 293 nautical miles. The pilot planned for an average ground speed of 98 kknots, for a total enroute time of approximately three hours. He calculated an estimated fuel burn of eight gallons per hour for a total fuel burn of twenty-eight gallons. The aircraft’s total fuel capacity is forty-three gallons with forty gallons of useable fuel. The pilot performed a preflight and serviced the aircraft with 24.6 gallons of fuel, filling both tanks prior to departure. The mishap aircraft departed modesto airport (mod) at approximately 1500 PDT enroute to brackett field (poc) with two passengers onboard. The pilot contacted socal approach in the vicinity of van nuys airport at 9500 mean sea level (MSL). The pilot reported to socal approach that he had a fuel problem and requesting landing clearance at bob hope airport (bur). The aircraft descended from 9500 MSL and entered a left downwind approach to runway 15 at bur. At 3000 MSL, on midfield left downwind approach to bur, the aircraft was handed off to bur tower. The pilot contacted bur tower and was cleared to land runway 15 at bur, number one. The pilot turned base leg at the approach end of runway 15 descending from 3000 MSL to 1200 MSL rapidly. The pilot overshot the runway centerline and lined up on clybourn ave, approximately one half mile west of runway 15. The aircraft struck a street light and power pole with the left wing tip. The impact sheared approximately two feet off of the left wing. The aircraft then veered left striking the high voltage power lines and a second power pole causing the left wing to separate from the aircraft attach points. The aircraft came to rest in an inverted position, suspened by power lines from the empennage, with the nose of the aircraft on top of a parked car. The pilot and two passengers egressed the aircraft with the assistance of bystanders. The pilot received serious injuries and the two passengers received minor injuries. One person on the ground was treated with minor injuries and was released at the scene. The bob hope airport fire department, burbank city fire department, and burbank police department responded to the scene. The pilot departed EMT at approximately 1200 PDT with one passenger on board. The pilot deviated from his planned route of flight and flew to brackett field, CA (poc) at 3000 MSL. The aircraft landed at pos at approximately 1220 PDT and performed an engine running onload of one passenger. The estimated takeoff gross weight from poc was at the maximum weight of 2300 lbs. The aircraft departed poc and executed his flight planned route to mod at 8500 MSL. The pilot leaned the aircraft at 3000 MSL and set cruise power at 23 RPM with a target airspeed of 100 KIAS. The aircraft landed at mod and the pilot serviced the aircraft with fuel. He serviced the left and right fuel tanks with five gallons each for a total of ten gallons. The pilot did not flight plan or fuel plan for the return flight from mod to poc. The aircraft departed mod and executed the reverse routing of his flight planned route to mod at 9500 MSL. The pilot leaned the aircraft at 3000 MSL and set cruise power at 2300 RPM with a target airspeed of 100 KIAS on the return flight. The Cessna pilot operation handbook (POH) indicated, for the route of flight flown, a total fuel burn of 24.7 gallons. The fuel remaining at arrival at mod was therefore calculated at 15.3 gallons. After adding ten gallons of fuel, at mod, the aircraft had an estimated total fuel load of 25.3 gallons for the return trip to poc. It is common knowledge within the general aviation industry that these airplanes consume more fuel at cruise then what the pilot operating handbook indicates. The industry standard of eight to ten gallons per hour of fuel burn is common. The pilot’s flight navigation log to mod indicated he had calculated a fuel burn of eight gallons per hour. During his interview, he stated this aircraft burns more fuel than the POH indicates and that he was trained to use eight to ten gallons per hour as a cruise fuel burn for flight planning purposes. The pilot stated he was at 9500 MSL over the van nuys airport (vny) when the engine started to lose power. He stated that the engine would only produce a maximum of 2000 RPM. He contacted socal approach and stated he had a fuel problem and requested landing at bur. He started descending form 9500 MSL and the engine was still losing power. At this point, the engine would only produce about 1100 to 1500 RPM. He entered a left downwind to runway 15 at bur at 3000 MSL. At this point, the engine was producing zero thrust and the propeller was windmilling. He contacted bur tower and was cleared to land, number one, runway 15. The pilot stated he was performing the normal and emergency checklist trying to secure the engine on his base to final turn when he overshot the runway. He attempted to land on clybourn ave when the left wing struck a street light. The aircraft was removed to a hangar at the el monte airport. The aircraft’s fuel system underwent a detailed inspection. The fuel tanks and distribution system did not have any evidence of fuel leakage. The fuel system fuel filter on the engine firewall had some residual fuel and was not contaminated. Additionally, the inline fuel strainers in the fuel tanks and in the carburetor did not have any evidence of fuel contamination. The carburetor fuel bowl contained a small amount o residual fuel. The left and right fuel tanks were inspected. There was no indication of recent fuel leakage. The aircraft engine, spark plugs, ignition timing were inspected and a cold compression check was accomplished. These components were found to be within acceptable tolerances. Additionally, the aircrafts propeller was inspected to determine if the engine was producing power at the time of impact. The deformation and witness marks on the propeller blades indicate the engine was not producing power at the time of impact. A new propeller was installed on the aircraft and the engine was started. The engine ran normally and produced power with the movement of the throttle. The mixture control functioned normally during engine shutdown. Additionally, during the engine run, both magnetos were checked and they operated within specified tolerances. The aircraft received a 100 hour inspection on August 26, 2008. Additionally the left fuel tank was replaced by qualified maintenance personnel and the aircraft was returned to service. The last annual inspection was accomplished on December 1, 2007 and the aircraft was returned to service by a qualified mechanic with an inspecction authorization. A review of the aircraft’s maintenance records was accomplished. Minor errors were noted concerning the documentation of worked performed. The pilot received his flight training from universal air academy, located at the el monte airport (EMT) under 14 cft, part 61. A review of the mishap pilots log book indicates that he had performed a solo flight on July 5, 2008 without an instructor’s endorsement. Additionally, the certified flight instructor (CFI) did not document the performancce of the maneuvers required by 14 CFR 61.87 and 14 CFR 61.93. The pilot received his private pilot, single engine land, certificate on August 26, 2008 by a designated examiner and was issued a temporary certificate. Based on the pilot’s flight profile and fuel consumption calculations, the probable cause of this accident is fuel exhaustion.