20251123017499A

The aircraft departed (kana) on an IFR flight plan at 2246 UTC with a destination of (kuin). The aircraft had a missed approach at kuin at approx. 0300 UTC was cleared by (kcc) direct (ppq). Approx. 5 min. After calling the missed approach, the aircraft reported to (kcc) “we’re having engine troubles”. Shortly after he reported to (kcc) that “I don’t know where to head”. When kcc asked “is here anything I can do to help”, he then reported that “it was a fuel issue, we're on the other tank. We’re headed back to Pittsfield". (Kcc) provided the weather in (kppq) as follows: “the current weather for Pittsfield is winds 190 at 3, visibility 5, skies clear, temperature 5, dew point 5, altimeter 3016”. During the approach in to (kppq) (kcc) asked “do you have Pittsfield in sight'” and the PIC replied “we are still looking for Pittsfield. I think there’s fog in the area is what the issue is”. (Kcc) provided instructions to be vectored to omure for a missed approach. (Kcc) provided instructions for RNAV in to (kppq). Contact was made multiple times with (kcc) and at one point the PIC concern about fuel. ADS-B data show that the aircraft never established on the inbound course for RNAV 13 the aircraft impacted the ground at an approx. heading of 210 deg. In open terrain and came to rest on its belly aprox. 350 ft. south of the initial impact at a heading of aprox. 310 deg. 1.9 miles north of (kppq) destroying the aircraft. The aircraft impact was at a low angle and low speed, striking the left wing and left horizontal stab tips first then main fuselage. Initial inspection shows the throttle, mixture, and prop. Controls were pulled back. The flap handle was in the 2nd position and set at 25 deg. The landing gear handle was in the down position, and the landing gear was extended. The batt., fuel pump, landing light, rotating beacon, and anti collision light switches were in the “on” position. The ignition switch was found in the “off” position but later was informed that EMS personnel switched it off in an attempt to turn off power to the aircraft. The left main and nose assy were found separated from the aircraft. The right gear assembly was intact, but the right wing was found inverted and still attached to the fuselage by control cables. The left wing was found to contain approx. one pint of fuel. The right wing was found to contain approx. 4 pints of fuel. The aircraft graphic engine monitor (gem) was downloaded at the scene and was found that the engine was making power at impact based on CHT / EGT / ff / HP data retrieved from the gem. The aircraft fuel shut off valve was found in the “right” position and continuity of the valve was confirmed. Fuel receipts and truck logs were obtained from the FBO in (kana) anniston, ga confirmed that the aircraft had obtained 18 gal. Of fuel in each (left and right) fuel tank prior to departing (kana). Statements were provided by line staff in anniston that the aircraft did not contain enough fuel in either left or right tank to reach the “tabs” in the fuel tanks. The fuel strainer was separated during the impact and was found in the debris field between the initial impact and final resting spot. The propeller and hub assembly was separated during the crash and one blade was found approx. 80 ft. west of the main wreckage with evidence that it was turning at impact. During the engine exam the crankshaft was rotated, suction and compression were noted on all cylinders. The ignition system including magnetos, were still attached. One spark plug and one lead were damaged, but the ignition system op checked good. The engine fuel system was intact. There was evidence of fuel in the engine driven fuel pump, and flow divider. The alternator was destroyed during the crash and fragments were scattered throughout the debris. The vacuum pump was inspected and appeared to function correctly. The electric driven fuel boost pump was found burnt internally as a result of long term running without fuel.