FTW03LA157

During the turn from base to final, the solo student pilot reduced the throttle to 1,500 rpm. According to the student pilot, the airplane was farther away from the runway than anticipated, so he increased the throttle; however, the engine lost rpm. The student pilot performed the emergency procedure but engine power was not restored. During the night forced landing, the airplane collided with trees short of the runway. The integrity of the fuel system was compromised. The fuel tanks were reported full (26.5 gallons, 22 gallons usable) when the airplane departed for the round robin flight. En route refueling was planned, and the pilot added 9.3 gallons at the first refueling point; however, fueling personnel were not on duty at the airport for the second planned refueling. The student measured his fuel using a fuel measuring stick, and calculated his remaining fuel to be 10 gallons (approximately 9 gallons usable). The student telephoned his instructor, and both agreed on an alternate airport for refueling. The total flight time was 4.6 hours. Based on the available flight plan data, the aircraft manufacturer's representative calculated a total fuel consumption of 21.6 gallons for the planned round robin flight. The carburetor icing probability chart indicates that carburetor icing was possible at glide and cruise power with the ambient temperature of 88 degrees Fahrenheit and a dew point of 66 degrees Fahrenheit.

On May 19, 2003, at 2100 central daylight time, a Cessna 150L single-engine airplane, N6520G, was substantially damaged during a forced landing following a loss of engine power near the Temple Municipal Airport (TPL), Temple, Texas. The student pilot, who was the sole occupant of the airplane, received minor injuries. The airplane, registered to a private individual dba CAD-Master Graphics Company of Groesbeck, Texas, was operating under 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed for the cross-country flight, and a visual flight rules (VFR) flight plan was filed for the solo instructional flight. The round robin flight originated from Mexia, Texas, at an undetermined time, with en route refueling planned at Coleman, Texas, and Burnet, Texas. The flight departed Burnet, Texas, at 2027.

The 110-student pilot stated that the airplane's fuel tanks were full (26.5 gallons, 22 gallons usable) when the flight departed Mexia LXY). Approximately 1733, the flight arrived at the Coleman Airport (COM) where the airplane was refueled with 9.3 gallons. The flight departed COM and landed at the Burnet Airport (BMQ) where the student requested fuel via telephone, but was unable to purchase fuel because the line service personnel were not on duty. The student reported that he used a fuel measuring stick, which indicated that the right fuel tank was half full and the left fuel tank was one-third full. The student calculated the remaining fuel to be 10 gallons (approximately 9 gallons usable).

The student pilot telephoned the San Angelo Flight Service Station and filed a flight plan from BMQ to LXY with a landing at TPL for refueling. The student pilot requested and was briefed on the winds aloft at 6,000 feet (wind from 200 degrees at 10 knots) and was informed by the briefer that thunderstorms were west northwest of the flight plan route.

Subsequently, the student pilot telephoned his instructor, and both concluded that TPL would be the best option for refueling. The planned route to TPL was approximately 50 nm, and according to the student pilot, he would arrive at TPL with about 45 minutes of fuel onboard.

After departing BMQ for TPL at 2027, the student pilot activated his flight plan, and received flight following to TPL. The controller issued the altimeter setting of 29.90 inches of Mercury and informed the student pilot that TPL was located at the 12 O'clock position at 16 nautical miles. Subsequently, the controller informed the student pilot that TPL was located 8 nautical miles, and radar was indicating the airplane at 7,000 feet msl. The student pilot acknowledged the transmission. The controller offered and the student pilot accepted radar vectors to TPL. When the airplane was 2 nautical miles from the airport, radar indicated the airplane was at 5,800 feet msl, and the controlled suggested a descent. The pilot acknowledge the transmission and reported the airport in sight. The controller cleared the student pilot for a frequency change to the Unicom frequency of 123.0 Megahertz (MHz).

During the pattern turn from base to final for runway 15 at TPL, the student pilot reduced the throttle to 1,500 RPM. The airplane was farther away from the runway than anticipated by the student, so he increased the throttle. Instead of increasing engine rpm, the engine lost power. The student pilot performed the emergency procedure; however, engine power was not restored. During the forced landing, the airplane collided with trees short of the runway. Prior to exiting the airplane, the student pilot felt fuel leaking into the cockpit, and he turned the fuel selector and the master switch to the off position.

The FAA inspector, who responded to the accident site, found structural damage throughout the aircraft. The FAA inspector found no evidence of fuel in the aircraft. The integrity of the fuel system was compromised.

According to the aircraft records, the accumulated flight time at departure was 5,926.3 hours. The tachometer reading at the accident site was 5,930.9 hours. The student's flight plan time en route was 5 hours 30 minutes. Based on the available flight plan data, the aircraft manufacturer's representative calculated a total fuel consumption of 21.6 gallons for the planned flight from LXY to COM to BMQ to TPL.

At 2115, the weather observation facility at TPL reported the wind from 180 degrees at 7 knots, visibility 10 statute miles, sky clear, temperature 29 degrees Celsius (88 degrees Fahrenheit), dew point 19 degrees Celsius (66 degrees Fahrenheit), and the altimeter setting 29.89 inches of Mercury.

The carburetor icing probability chart indicates that carburetor icing was possible at glide and cruise power with an ambient temperature of 88 degrees Fahrenheit an a dew point of 66 degrees Fahrenheit.