ERA22LA298

The pilot fueled the airplane before takeoff on the last leg of the cross-country flight. As he began the descent toward his home airport, the pilot noted that the fuel gauges were indicating lower than he had ever observed them to be. Shortly after he turned to a nearby airport to purchase additional fuel, the engine stopped producing power. During the forced landing, the airplane’s landing gear impacted trees, and the airplane descended nose-first to the ground, substantially damaging the fuselage and right wing. Examination of the wreckage revealed no evidence of fuel in the fuel tanks, fuel lines, or carburetor. No preimpact anomalies or malfunctions that would have precluded normal operation were observed. Fuel calculations for the takeoff and cruise portions of the accident flight revealed that between about 2 and 6 gallons of fuel could have remained at the time of the accident; however, these calculations did not account for improper fuel mixture leaning or fuel used during start, taxi, and run-up. Given that the pilot did not lean the mixture during the cross-country flight, it is likely the airplane’s fuel supply had been completely exhausted, resulting in the total loss of engine power. Had appropriate preflight fuel planning and inflight fuel monitoring been performed by the pilot, the fuel exhaustion likely would have been prevented.

On July 4, 2022, about 1901 eastern daylight time, a Cessna 172M, N12115, was substantially damaged when it was involved in an accident near Akron, Ohio. The pilot and passenger were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot and passenger were returning from Connecticut and had stopped at Skyhaven Airport (76N), Tunkhannock, Pennsylvania, to fuel the airplane on the way back to Weltzien Skypark Airport (15G), Wadsworth, Ohio, which was the pilot’s home airport. Review of automatic dependent surveillance-broadcast (ADS-B) data revealed that the airplane was first detected at 1627 shortly after departing 76N. The airplane climbed to an altitude of about 4,500 ft mean sea level (msl) and continued a westerly course for about 2 hours 15 minutes. The pilot reported that, as he began a descent toward 15G and looked at the fuel gauges, he noted that he had never recalled seeing them so low. He decided to divert to the Akron Fulton Airport (AKR), Akron, Ohio, to purchase fuel, and turned toward the southwest. Shortly after, the engine stopped producing power. The passenger questioned the pilot when “all of a sudden, everything got quiet,” and he responded, “We're out of fuel.” He executed a forced landing to a parking lot; however, on final approach, the landing gear impacted trees and the airplane pitched down. Track data showed that after the southwesterly turn, the airplane descended and impacted a parking lot .9 nautical mile short of runway 25 at AKR. Examination of the accident site by a Federal Aviation Administration (FAA) inspector revealed that the airplane impacted the parking lot nose-first, substantially damaging the fuselage and right wing. The FAA inspector noted no fuel odor at the accident site. Fuel receipts obtained after the accident supported the pilot’s statement that he purchased fuel at each stop along his route of flight. The 76N airport manager watched the pilot fuel the airplane and believed that he “topped off both tanks.” In a follow-up interview with the pilot, he stated that he occasionally leaned the mixture, but not always, and that on the accident flight he was “fighting a headwind . . . and was running [the engine] more rich than normal.” He reported that he typically set the power to 2,350-2,400 rpm. Postaccident examination of the airplane revealed no fuel in the fuel lines or carburetor bowl and a trace amount of fuel in the fuel filter. Examination of the fuel selector revealed no preimpact anomalies. The left and right fuel tanks were removed and examined, and no leaks were noted in the left fuel tank. The right fuel tank was impact damaged and breached. The left fuel tank fuel screen was free of obstruction. The airplane had an endurance of about 3.9 hours with 38 gallons of useable fuel. Referencing the Owner’s Manual Cruise & Performance Range Chart, at maximum gross weight with standard conditions, zero wind and lean mixture, thefuel consumption would be 8.1 gallons per hour (gph) at 75% power and 5,000 ft msl. According to ADS-B data, the first flight was 2.2 hours. Adding 1.75 gallons for takeoff, the fuel consumption would have been 19.57 gallons. Per the airport owner’s statement, the pilot performed a go-around maneuver on his first landing attempt at 76N. Adding an additional gallon for the go-around, the total fuel consumed would have been 20.57 gallons. The fuel receipt from 76N indicated 11.23 gallons were purchased, bringing the total fuel available for the accident flight to 28.66 gallons. According to ADS-B data, the flight was 2.6 hours, with a total fuel consumption of 22.92 gallons including 1.86 gallons for takeoff. Using the above-described standard conditions, at the time of the accident, the airplane would have had 5.74 gallons of fuel remaining. The Owner’s Manual states that: “Allowances for fuel reserve, headwinds, take-off and climb, and variations in mixture leaning technique should be made and are in addition to those shown on the chart.” The Operator’s Manual for the Lycoming O-320 series engine indicated a fuel consumption of 8.8 gph at 2,350 rpm, 65% economy cruise. At this fuel consumption rate, the first flight would have consumed 22.11 gallons (climb fuel 1.75 gallons, 2.2 hours at 8.8 gph, plus one gallon for the go around), leaving 15.89 gallons fuel available. Adding the 11.23 gallons purchased at 76N, the airplane would have had 27.12 gallons available for accident flight. The accident flight consumed 24.74 gallons (climb fuel 1.86 gallons, 2.6 hours at 8.8 gph). This would have resulted in 2.38 gallons remaining at the time of the accident. These calculations do not include leaning procedures, or fuel used during start, taxi, and run-up.