ERA21LA105

During a cross-country flight, the pilot reported that while in cruise flight, at an altitude of 5,500 ft the engine “just stopped.” Although the pilot was able to restart the engine; the engine lost power again and the pilot made a forced landing in a field. During the forced landing, the airplane contacted wood debris and was substantially damaged. A postaccident examination of the engine, ignition, fuel, and vent systems did not reveal any anomalies that would have precluded normal operation. The left fuel tank was empty, and the right fuel tank was full. The pilot stated that during the flight, the fuel selector was in the BOTH position. A review of the airplane’s operating handbook revealed that the “fuel selector valve handle should be in the BOTH position for takeoff, landing, and power-on maneuvers that involve prolonged slips or skids.” The handbook also states that if the fuel selector is in the BOTH position during prolonged climb or cruise, an unequal fuel flow from each tank may occur if the airplane is out of trim directionally or if the fuel caps are not sealed properly. Although it was not determined if the fuel imbalance occurred due to improperly sealed fuel caps or an out-of-trim condition, the pilot should have been monitoring the fuel levels during the flight and taken corrective action to avoid fuel starvation. Available evidence indicates the engine lost total power due to fuel starvation.

On January 17, 2021, about 1220 eastern standard time, a Cessna 177RG, N919DC, was substantially damaged when it was involved in an accident near Richmond Hill, Georgia. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, she departed on a cross-country flight on the day of the accident. During cruise flight at an altitude of 5,500 ft above ground level, the engine stopped. The pilot was able to restart the engine and radioed “mayday” to air traffic control. The engine began to lose power again and the pilot made a forced landing in a field. During the landing, the airplane was substantially damaged when the empennage contacted wood debris. During a postaccident examination of the engine, ignition, vent, and fuel systems by Federal Aviation Administration (FAA) inspector no anomalies were found that would have precluded normal operation. The left fuel tank was found empty of fuel. Examination of the left fuel tank drain revealed the lever was in the closed position. The fuel selector was found in the BOTH position at the accident site. The right fuel tank was full of fuel; approximately 35 gallons of fuel was drained from the tank. Neither the left tank nor the right tank was breached. An examination of the fuel selector did not reveal any anomalies. A review of fueling receipts obtained from the fixed based operator where the pilot departed revealed the airplane was fueled with 34.8 gallons of avgas prior to departure. In a telephone interview conducted by an FAA inspector, the pilot reported flying with the fuel selector in the BOTH position during the flight. Section 7 in the Pilot’s Operating Handbook, states the following: The fuel selector valve handle should be in the BOTH position for takeoff, landing, and power-on maneuvers that involve prolonged slips or skids. During prolong climb or cruise with the fuel selector in BOTH position, an unequal fuel flow from each tank may occur if the airplane is out of trim directionally (slip indicator ball not centered) or if the fuel caps are not sealing properly. The resulting heaviness can be alleviated by turning the selector valve to the tank in the heavy wing.”