ERA21LA383

The airplane’s fuel tanks were filled to capacity and the airplane was flown 1.2 hours before the flight instructor and student pilot departed on the accident flight. The student and instructor flew to a nearby airport, where they performed 11 stop-and-go landings, then departed to return to the departure airport. About 3 miles from the airport, the engine lost total power. The instructor switched the fuel selector from BOTH to the LEFT, then RIGHT tank positions, but engine power was not restored. The airplane impacted trees and a stop sign during the forced landing, resulting in substantial damage. The flight instructor reported that she was not wearing a shoulder harness, which contributed to the extent of her injury. Based on the hour meter, the airplane was operated about 4.5 hours since the fuel tanks had been filled. Following the accident, about 2.5 gallons of fuel were drained from the left fuel tank, which was 1 gallon more than the unusable amount, and no fuel was noted in the right fuel tank. The fuel strainer and carburetor bowl were absent of fuel. Based on the available information, the loss of engine power was the result of fuel starvation. The instructor stated that she did not use the fuel dipstick to confirm fuel quantity before departing on the flight. Had she done so, it is likely that she would have noted the airplane’s fuel state and fueled the airplane before returning to the departure airport, thus preventing the accident.

On September 27, 2021, about 2238 eastern daylight time, a Cessna 172G, N4118L, was substantially damaged when it was involved in an accident near Miramar, Florida. The flight instructor and student pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The student pilot stated that, as part of the preflight inspection, she noted that the airplane had been operated for 1.2 hours since the fuel tanks were filled. She visually inspected both fuel tanks and could see fuel inside but did not have a fuel dipstick available. She informed the flight instructor that the fuel level was a “little less” than full. She further reported that the flight instructor also performed a preflight inspection of the airplane but did not check the fuel tanks. The flight instructor stated that she checked the right fuel tank, which she verified by feel as full, but she did not check the left fuel tank, nor did she use the fuel dipstick. She added that the student pilot checked the left fuel tank and informed her that it was full. After proceeding to a nearby airport with the mixture control full rich, the student pilot performed 11 stop-and-go landings, then proceeded to return to the departure airport with the mixture control full rich. She indicated that, had she known the left fuel tank was not full, she would have fueled before returning to the departure airport. About 3 miles from the airport, the engine lost total power. At that time, she noted that both fuel gauges were stuck between 1/2 and empty. She repositioned the fuel selector from the BOTH position, where it had remained since engine start, to the LEFT and then the RIGHT tank positions but that did not restore engine power. She informed her student of the impending forced landing to a street and after touchdown on the road, she turned to avoid traffic and impacted another tree. She was not wearing the shoulder harness, which she said contributed to her injury. The airplane came to rest upright with substantial damage to the fuselage and right horizontal stabilizer. Neither fuel tank was breached. The right fuel tank was empty, while about 2.5 gallons of fuel were drained from the left fuel tank. The fuel selector was found between the BOTH and RIGHT fuel tank positions. The airplane’s published total unusable fuel amount was 3.0 gallons; 1.5 gallons in each fuel tank. The engine was removed from the airframe for recovery and only “drops” of fuel were noted in the fuel line between the fuel strainer and carburetor. No fuel was noted in the airframe fuel strainer. Extensive impact damage precluded operational testing of the fuel quantity indicating system; the fuel transmitters were not tested. No fuel was noted in the carburetor bowl. Based on the hour meter, the airplane had been operated for about 4.5 hours since the fuel tanks had been filled.