ERA20LA245

The pilot was flying the airplane as a favor to the previous owner and delivering it to the new owner. As part of his preflight inspection he used a wooden stick with graduated markings that he found in the airplane to determine the fuel level, and estimated each tank had about 12.5 gallons, which was more than enough for the intended flight. About 40 to 45 minutes into the flight, while flying at 3,000 ft mean sea level, the pilot noticed a slight drop of engine rpm which he thought was carburetor ice. He applied carburetor heat which restored the engine rpm, and about 3 to 4 minutes later, he noted the engine rpm had "quite a bit more rpm decrease, and the engine then quit." He maintained best glide airspeed and was unable to restore engine power. He maneuvered for a forced landing in a pasture. During the landing roll the airplane nosed over. Postaccident examination found both fuel tanks empty and there was no evidence of browning of vegetation beneath the resting position of either wing, nor a smell of fuel by a first responder. About 2 ounces and 4 ounces of blue colored fuel consistent with 100 low lead were drained from the carburetor float bowl and airframe fuel strainer, respectively. There was no evidence of fuel leaks from either wing, fuel cap, or fuel vent system. Following recovery of the airplane a temporary fuel supply was plumbed into the fuel supply line at each wing root and the engine was started and operated normally with no discrepancies noted. Given this information it is likely that the loss of engine power was most likely the result of fuel exhaustion. While the pilot believed there was 12.5 gallons of fuel in each fuel tank at the start of the flight, a mechanic who performed the last annual inspection that was signed off 2 days before the accident reported that each tank had an estimated 6 gallons when the inspection began, and that the amount of fuel at the start of the accident flight was likely slightly less due to post maintenance engine operations. Therefore, it is likely that the amount of fuel in both fuel tanks at the start of the accident flight was about half of what the pilot believed was onboard based on his assessment using utilizing the wooden sticks he found in the airplane.

On July 12, 2020, about 1223 eastern daylight time, a Cessna 177A, N30309, was substantially damaged when it was involved in an accident near Falmouth, Kentucky. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that he was repositioning the airplane for a new owner (as a favor to the previous owner), and as part of his preflight inspection he used a wooden stick that he found in the airplane that was marked with lines and annotated with "5" to determine the fuel level in each fuel tank. Based on the readings and level of fuel, he thought that each fuel tank had about 12.5 gallons of fuel, which was more than enough for the intended flight. He also indicated that he did not confirm with the previous owner if the dipstick was calibrated. After engine start he taxied to the runway where he performed an engine run-up with no discrepancies noted. According to ADS-B data the flight departed at 1128, and proceeded in an east-northeast direction, then a northeast direction. About 40 to 45 minutes into the flight, while flying at 3,000 ft mean sea level, the pilot noticed a slight drop of engine rpm which he thought was carburetor ice. He applied carburetor heat which restored the engine rpm, and about 3 to 4 minutes later, he noted the engine rpm had "quite a bit more rpm decrease, and the engine then quit." He maintained best glide airspeed, and checked the ignition, mixture, and verified the fuel selector was on both. He began looking for a place to land and noted there were rolling hills with trees around him. He selected a cow pasture and flew a short right base leg where he extended the flaps. In anticipation of the forced landing he turned off the master switch, cracked open his door, and touched down on downsloping terrain of the pasture. Due to bumpy terrain the airplane bounced. He flared, and then touched down again on upsloping terrain. While slowing, the airplane nosed over. Postaccident examination of the airplane at the accident site by a first responder and a Federal Aviation Administration (FAA) inspector revealed no evidence of fuel smell or leakage. The wings were removed and the fuselage was uprighted. No fuel was noted in either wing fuel tank and there was no evidence of fuel leaks from either wing, fuel cap, or fuel vent system. About 2 ounces and 4 ounces of blue colored fuel consistent with 100 low lead were drained from the carburetor float bowl and airframe fuel strainer, respectively. No water contamination was noted. Five days after the accident the FAA inspector revisited the accident site and there was no appreciable browning of vegetation beneath the resting position of either wing. Following recovery of the airplane, fuel was plumbed into the fuel supply line at each wing root and the engine was started and operated with no discrepancies noted. A pre-buy inspection was completed on the airplane in early June 2020 and an annualinspection was completed July, 10, 2020. The airframe and powerplant mechanic with inspection authorization who performed both inspections noted that in June both fuel gauges registered about 1/4 capacity, which he estimated was no more than six gallons in each fuel tank based on his visual inspection. As part of his annual inspection the engine was started and the airplane was taxied to an area for an engine run. At the conclusion of the engine run the airplane was taxied back to the ramp and parked. There was no record that fuel was added between the post inspection engine run and the accident flight.