20230531014089A

On may 31, 2023, at 1435 eastern daylight time, a Cessna 180 was substantially damaged when it was involved in an off-airport accident in New Cumberland, PA. The pilot in command (PIC) suffered serious injuries and the sole passenger was fatally injured. The airplane was operated in accordance with title 14 code of federal regulations (CFR) part 91 as a personal flight.

The PIC departed farmers pride airport (9N7) on a three leg visual flight rules (VFR) cross country flight with full stop landings completed at brokenstraw airport (P15) and an uncharted private airstrip near rowlesburg, WV (39°19’29”n, 79°39’34”w) before a planned return to 9N7. After a brief stop at each location, the PIC departed the uncharted airstrip on the return leg to 9N7. VFR flight following services were provided by harrisburg approach control (MDT). Approximately 30 nautical miles from 9N7, the PIC advised MDT approach control of his intent to divert to the Capital City Airport (cxy). In a later interview with the PIC, he stated the diversion to cxy was to obtain fuel before proceeding to 9N7. Approximately five miles from cxy, the PIC advised MDT approach control he was “having an engine failure” and requested a straight-in landing at cxy. Several witnesses below the aircraft’s flight path described the engine noise as erratic, sputtering, and cutting in and out. The PIC performed emergency procedure steps for an engine failure but was unable to restart the engine. The PIC did not declare an emergency. MDT approach control advised the PIC to expect a straight-in landing for runway 08 at cxy and issued instructions to contact cxy control tower. Cxy control tower issued a clearance to land on runway 08. The aircraft, unable to maintain altitude, impacted the ground approximately .9 nautical miles from the threshold of runway 08. After initial contact with the ground, the aircraft flew another 280’ before impacting a utility vehicle on the interstate 76 westbound exit ramp. The aircraft came to rest in an approximate 15 degrees right wing down position against the utility vehicle with substantial damage to the firewall and instrument panel. There was no evidence of a post-accident fire. The utility vehicle received substantial damage; the driver (sole occupant) was uninjured.

The aircraft has a placarded usable fuel capacity of 55 gallons (27.5 in each wing tank). The fuel burn rate, as stated in the pilots operating handbook (POH) is 13.5 gallons per hour (gph) at 75% power. Recorded flight time on leg one and leg two was 1.3 hours and 1.4 hours respectively. The flight time for leg three prior to the accident was 1.2 hours, bringing the total to 3.9 hours for all three legs. The combined 3.9 hours of flight time required approximately 52.65 gallons of fuel, not including additional fuel consumed during the climb to cruise altitude at each departure location. The PIC fueled the aircraft at 9N7 prior to departure. The PIC did not refuel at P15 and fuel was not available at the private airstrip.

A post-accident examination of the aircraft was performed. The examination confirmed flight control continuity from the flight controls to all the flight control surfaces. The engine was minimally damaged and removed from the aircraft for further testing at a later date. The aircraft fuel system was intact from the wing tanks to the fuel selector valve in the cockpit. Prior to removing the wings for recovery of the aircraft, the fuel tanks were drained. One (1) pint of fuel was recovered from the right fuel tank. No fuel was present in the left fuel tank. The fuel selector valve was found in the left tank position and determined to be unmovable due to accident-related damage. Selection of the left tank isolated the right tank from post-accident leakage, indicating the right fuel tank contained one (1) pint of fuel at the time of the accident.