# NTSB ANC08LA085: Cessna 185, N80596, McCarthy, AK, July 4, 2008 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 3, 2008, 17:30 local (Jul 4, 2008, 01:30 UTC) - Place: McCarthy, AK - Coordinates: 55.919044, -159.489868 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=55.9190&lon=-159.4899&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Fuel starvation](https://openairdocs.org/ntsb-events/191) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report May 6, 2009 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: Anchorage, FSDO-03 - NTSB case key (mKey): 68452 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC08LA085 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/68452/pdf - Page: https://openairdocs.org/ntsb/ANC08LA085 ## Probable cause The pilot's improper fuel management which resulted in fuel starvation and a loss of engine power during cruise flight. Contributing to the accident was an aerodynamic stall during the emergency landing, the pilot's fatigue, and his unfamiliarity with the airplane. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fuel system](https://openairdocs.org/ntsb-findings/01022800): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Cessna A185F, 1 case](https://openairdocs.org/ntsb-findings/01022800/cases.md?model=2072821), [All aircraft, 181 cases](https://openairdocs.org/ntsb-findings/01022800/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna A185F, 6 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=2072821), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Knowledge: knowledge of equipment](https://openairdocs.org/ntsb-findings/02032015): Personnel issues › Experience/knowledge · Pilot (probable cause); cases with it: [Cessna A185F, 2 cases](https://openairdocs.org/ntsb-findings/02032015/cases.md?model=2072821), [All aircraft, 69 cases](https://openairdocs.org/ntsb-findings/02032015/cases.md) - [Alertness/Fatigue](https://openairdocs.org/ntsb-findings/02013500): Personnel issues › Physical · Pilot (probable cause); cases with it: [Cessna A185F, 1 case](https://openairdocs.org/ntsb-findings/02013500/cases.md?model=2072821), [All aircraft, 48 cases](https://openairdocs.org/ntsb-findings/02013500/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna A185F, 12 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2072821), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Cessna A185F, 8 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2072821), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Fuel starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [Cessna A185F, 5 cases](https://openairdocs.org/ntsb-events/191/sequence.md?model=2072821), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna A185F, 9 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072821), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241); cases with it: [Cessna A185F, 5 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=2072821), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna A185F, 36 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072821), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The solo commercial pilot was on a flight in conjunction with a lodge operation under 14 Code of Federal Regulations Part 91. The pilot said that he ran one main fuel tank dry 10 minutes into the flight and that, after switching fuel tanks, he turned on the auxiliary fuel pump but was unable to restart the engine. During a forced landing on a sandbar, the airplane stalled about 10 feet in the air, landed hard, and nosed over, damaging the wings and fuselage. The pilot said that he had learned the procedure of running a fuel tank dry in-flight from a more experienced pilot and that it was a fairly common operating procedure. He reported that there were no known mechanical problems with the airplane prior to the accident. He wrote that he thought fatigue and unfamiliarity with the airplane may have contributed to the accident. The airplane's Pilot Operating Handbook (POH) states that takeoff and landing should be made with the fuel tank selector valve in the "BOTH" position to prevent inadvertent operation on an empty tank. The POH further describes the procedure if the pilot "desires to completely exhaust a fuel tank quantity in flight." The restart procedure after the engine has quit due to fuel starvation is "immediately switch to a tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the right half of the auxiliary fuel pump switch in the "ON" position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the auxiliary fuel pump and full rich mixture can cause flooding of the engine." ## Factual narrative On July 3, 2008, about 1730 Alaska daylight time, a Cessna 185 airplane, N80596, sustained substantial damage during an emergency, off-airport landing, about 22 miles southeast of McCarthy, Alaska. The airplane was being operated by Ultima Thule Outfitters, Chitina, Alaska, as a visual flight rules (VFR) local other work use flight under Title 14, CFR Part 91, when the accident occurred. The solo commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed a remote lodge airstrip about 1720. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on July 4, the pilot said he ran one main fuel tank dry 10 minutes into the flight. He said he turned on the auxiliary fuel pump, switched the fuel tank selector to the full tank, and advanced the throttle full forward, but the engine did not restart. After several failed attempts to restart the engine, he concentrated on landing the airplane on a sandbar. He said the airplane stalled about 10 feet in the air, landed hard, bounced, and nosed over. The wings and fuselage received substantial damage during the accident. During a telephone conversation with the IIC, the pilot said there were no known mechanical problems with the airplane prior to the accident. He further stated that he had learned the procedure of running a fuel tank dry in-flight from a more experienced pilot, and that it was a fairly common operating procedure. The Cessna 185F Pilot Operating Handbook (POH), Airplane & Systems Descriptions section, Fuel System, states that takeoff and landing should be performed with the fuel tank selector valve in the "BOTH" position to prevent inadvertent operation on an empty tank. The POH describes the procedure to exhaust a tank, if the pilot "desires to completely exhaust a fuel tank quantity in flight." According to the POH, the procedure for restarting the engine after the engine has quit due to fuel starvation is, "immediately switch to a tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the right half of the auxiliary fuel pump switch in the ON position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the auxiliary fuel pump and full rich mixture can cause flooding of the engine." In a written statement dated July 10, the pilot wrote that he did not know if the auxiliary fuel pump was working, and that fatigue, and unfamiliarity with the airplane played a part in the accident. As a result of the accident, the IIC surveyed 89 fuel related accidents involving Cessna, single-engine airplanes. The survey showed that 11 accidents were associated with intentionally running a fuel tank dry in-flight, and 41 accidents were associated with unintentionally running a fuel tank dry in-flight. These accidents accounted for 56% of the accidents surveyed, and all 89 of the accidents resulted from the pilot's inability to restart the engine after starving it of fuel in-flight. The same procedure was found in all of Cessna's single-engine, fuel-injected, airplane pilot operating handbooks. A survey of Piper and Beechcraft handbooks showed that these two manufacturers treat running a fuel tank dry in-flight as an emergency procedure, and do not advocate exhausting fuel from a tank in-flight as a normal procedure. The FAR/AIM, and two basic flight instruction manuals surveyed, direct pilots to follow the manufacturer's fuel management procedures. ## Aircraft - Registration: [N80596](https://openairdocs.org/deregistered/N80596-2017-07-12), registration cancelled 2017-07-12, S/N 18503130, built 1976 (OpenAirDocs) - Reported make and model: CESSNA 185 - Registry model: [Cessna A185F](https://openairdocs.org/model/cessna-a185f) (registry code 2072821) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18503130 - Engines: Continental IO-520 300 horsepower reciprocating - Damage: Substantial damage - Flight: Other work use, Part 91 - Operator: Ultima Thule Outfitters Inc., doing business as Ultima Thule Outfitters - Registered owner: Ultima Thule Outfitters Inc - Airworthiness certificate: Standard, Normal - Departed: Ultima Thule, AK - Destination: CXC, Chitina, AK ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 21; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review December 1, 2007; seat: left; flight hours: 509 total, 6 in this make and model, 432 as pilot in command, 50 in the last 90 days, 50 in the last 30 days, 7 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20080703841029A](https://openairdocs.org/incident/20080703841029A), Jul 3, 2008: Cessna 185, Mccarthy, AK, Substantial damage. (-23) Pilot reported that while he was climbing through 1300 feet AGL he intentionally ran the right fuel tank dry. The engine subsequently quit. He switched… ## Other investigations on N80596 (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ANC98LA080](https://openairdocs.org/ntsb/ANC98LA080), Jun 21, 1998: Cessna 185F (N80596), Chitina, AK, substantial damage. Probable cause: The pilot's selection of unsuitable terrain for landing. Factors in the accident were uneven and soft terrain on the landing strip. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.