ERA20LA082

The pilot conducted a preflight inspection of the airplane prior to the first flight of the day but did not visually check the fuel quantity in the fuel tanks. He reported the engine data monitor indicated there was 20 gallons of fuel on board the airplane prior to takeoff. He flew to another airport and on the return flight, while on final approach, the air traffic controller requested the pilot make S-turns because the airport was busy. While on short final, the engine lost total power. The pilot switched fuel tanks and was unsuccessful in his attempts to restart the engine before impacting terrain about 1/2 mile from the runway. Examination of the wreckage revealed that the right fuel tank remained intact; however, no fuel was present in the fuel tank. The left fuel tank was breached during the accident sequence, and no fuel was present in the tank. Multiple fuel lines were disconnected from the engine and residual fuel was present in the fuel manifold supply and the return lines from the fuel control to the fuel pump. All other lines were absent of fuel, including the fuel supply line from the airframe to the fuel pump. Furthermore, the pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. It’s likely that the pilot’s improper preflight inspection and overreliance of the engine fuel monitor resulted in fuel exhaustion during final approach to landing.

On December 28, 2019, about 1615 eastern standard time, a Mooney M20J, N52840, was substantially damaged when it was involved in an accident near Farmingdale, New York. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, he conducted a preflight inspection of the airplane about 1300, with no anomalies noted, and departed Republic Airport (FRG), Farmingdale, New York, for a flight to Francis S Gabreski Airport (FOK), Westhampton Beach, New York. He landed at FOK and remained on the ground until about 1545, when he departed for the return flight to FRG. He stated that the digital engine monitor indicated 20 gallons of fuel on board prior to takeoff from FRG. He stated that during approach to FRG the airport traffic pattern was congested and about a 3-mile final approach to the runway, the controller requested he make S-turns for separation from the airplane in front of him. At an altitude of about 600 ft, the engine lost total power. The pilot responded by first switching the fuel selector from the right tank to the left tank, then tried to restart the engine before impacting terrain about ½-mile from runway 1 at FRG. The airplane impacted trees and a pole before coming to rest upright in a wooded area. The left wing remained attached to the fuselage, was substantially damaged, and bent up. The right wing remained attached to the fuselage. The right fuel tank was not breached, and when visually inspected, and no fuel was noted in the tank. The left tank was breached, and no fuel was present. A Federal Aviation Administration (FAA) inspector examined the airplane after the accident. During the examination the inspector disconnected multiple fuel lines to check for the presence of fuel. A small amount of residual fuel was present in the fuel manifold supply and the return lines from the fuel control to the fuel pump. All other lines were absent of fuel, including the fuel supply line from the airframe to the fuel pump. The FAA inspector interviewed the pilot after the accident, the interview revealed the pilot did not visually check the fuel quantity in either tank during his preflight inspection. Additionally, the pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. According to the Pilot Operating Handbook, the preflight inspection checklist included steps to “check quantity” of the left and right fuel tanks.