# NTSB GAA17CA032: Smith AEROSTAR601, N601UK, Carrollton, GA, October 20, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: October 20, 2016, 11:10 local (15:10 UTC) - Place: Carrollton, GA - Coordinates: 33.565555, -85.053054 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.5656&lon=-85.0531&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report January 18, 2017 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA - NTSB case key (mKey): 94250 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA17CA032 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94250/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94250 - Page: https://openairdocs.org/ntsb/GAA17CA032 ## Probable cause The pilot's failure to verify the usable fuel in the fuel tanks, which resulted in an inaccurate fuel totalizer setting during preflight, fuel exhaustion, and a total loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Smith AEROSTAR 601P, 1 case](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=8360608), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) - [Fuel system: fuel indication system](https://openairdocs.org/ntsb-findings/01022840): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Smith AEROSTAR 601P, 1 case](https://openairdocs.org/ntsb-findings/01022840/cases.md?model=8360608), [All aircraft, 30 cases](https://openairdocs.org/ntsb-findings/01022840/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Inadequate inspection (probable cause); cases with it: [Smith AEROSTAR 601P, 3 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=8360608), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Smith AEROSTAR 601P, 4 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=8360608), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: descent rate](https://openairdocs.org/ntsb-findings/01062037): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Smith AEROSTAR 601P, 1 case](https://openairdocs.org/ntsb-findings/01062037/cases.md?model=8360608), [All aircraft, 242 cases](https://openairdocs.org/ntsb-findings/01062037/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) (defining event); cases with it: [Smith AEROSTAR 601P, 1 case](https://openairdocs.org/ntsb-events/192/sequence.md?model=8360608), [All aircraft, 804 cases](https://openairdocs.org/ntsb-events/192/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Smith AEROSTAR 601P, 1 case](https://openairdocs.org/ntsb-events/092/sequence.md?model=8360608), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) - [Landing-flare/touchdown: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Smith AEROSTAR 601P, 2 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=8360608), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Smith AEROSTAR 601P, 8 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=8360608), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that the purpose of the flight was to reposition the airplane to another airport for refuel. During preflight, he reported that the airplane's two fuel gauges read "low," but the supplemental electronic fuel totalizer displayed 55 total gallons. He further reported that it is not feasible to visual check the fuel quantity, because the fueling ports are located near the wingtips and the fuel quantity cannot be measured with any "external measuring device." According to the pilot, his planned flight was 20 minutes and the fuel quantity, as indicated by the fuel totalizer, was sufficient. The pilot reported that about 12 nautical miles from the destination airport, both engines began to "surge" and subsequently lost power. During the forced landing, the pilot deviated to land in grass between a highway, the airplane touched down hard, and the landing gear collapsed. The fuselage and both wings sustained substantial damage. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot reported in the National Transportation Safety Board Pilot/ Operator Aircraft Accident Report that there was a "disparity" between the actual fuel quantity and the fuel quantity set in the electronic fuel totalizer. He further reported that a few days before the accident, he set the total fuel totalizer quantity to full after refueling, but in hindsight, he did not believe the fuel tanks were actually full because the wings may not have been level during the fueling. The "Preflight" chapter within the operating manual for the fuel totalizer in part states: "Digiflo-L is a fuel flow measuring system and NOT a quantity-sensing device. A visual inspection and positive determination of the usable fuel in the fuel tanks is a necessity. Therefore, it is imperative that the determined available usable fuel be manually entered into the system." ## Factual narrative The pilot reported that the purpose of the flight was to reposition the airplane to another airport for refuel. During preflight, he reported that the airplane's two fuel gauges read "low," but the supplemental electronic fuel totalizer displayed 55 total gallons. He further reported that it is not feasible to visual check the fuel quantity, because the fueling ports are located near the wingtips and the fuel quantity cannot be measured with any "external measuring device." According to the pilot, his planned flight was 20 minutes and the fuel quantity, as indicated by the fuel totalizer, was sufficient. The pilot reported that about 12 nautical miles from the destination airport, both engines began to "surge" and subsequently lost power. During the forced landing, the pilot deviated to land in grass between a highway, the airplane touched down hard, and the landing gear collapsed. The fuselage and both wings sustained substantial damage. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot reported in the National Transportation Safety Board Pilot/ Operator Aircraft Accident Report that there was a "disparity" between the actual fuel quantity and the fuel quantity set in the electronic fuel totalizer. He further reported that a few days before the accident, he set the total fuel totalizer quantity to full after refueling, but in hindsight, he did not believe the fuel tanks were actually full because the wings may not have been level during the fueling. The "Preflight" chapter within the operating manual for the fuel totalizer in part states: "Digiflo-L is a fuel flow measuring system and NOT a quantity-sensing device. A visual inspection and positive determination of the usable fuel in the fuel tanks is a necessity. Therefore, it is imperative that the determined available usable fuel be manually entered into the system." ## Aircraft - Registration: [N601UK](https://openairdocs.org/deregistered/N601UK-2020-02-03), registration cancelled 2020-02-03, S/N 61P-0183-012, built 1974 (OpenAirDocs) - Reported make and model: SMITH AEROSTAR601 (P) - Registry model: [Smith AEROSTAR 601P](https://openairdocs.org/model/smith-aerostar-601p) (registry code 8360608) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 61P-0183-012 - Year built: 1974 - Airframe hours: 2236.4 - Engines: LYCOMING IO-540-S1A5 290 horsepower reciprocating; LYCOMING IO-540-S1A5 290 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, April 3, 2016 - Departed: HMP, HAMPTON, GA - Destination: CTJ, CARROLLTON, GA - Equipment: Onboard weather, Auto-pilot ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 35; injuries: none; commercial, private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; last flight review January 24, 2016; seat: left; flight hours: 1,338 total, 36 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 63 °F - Altimeter: 30.10 inHg - Observed at: KCTJ, 15 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20161020020249A](https://openairdocs.org/incident/20161020020249A), Oct 20, 2016: Smith AEROSTAR 601P, Carrollton, GA, Substantial damage. Pilot stated he departed khmp destin for kctj to fuel airplane. Pilot stated he checked fuel prior to leaving khmp. Aircraft fuel totalizer showed 50 gallons,… ## Docket (4 files) The files NTSB released with the investigation on December 6, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94250. 471 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 257 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40458995&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Conversation (Pilot in Command) (item 2, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447072&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Pilot%20in%20Command)-Master.PDF - Operating Manual Digiflo L (item 3, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447073&FileExtension=.PDF&FileName=Operating%20Manual%20Digiflo%20L-Master.PDF - Accident Photo (Courtesy of CBS 46 News Atlanta) (item 4, .PDF, 1 photo, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447074&FileExtension=.PDF&FileName=Accident%20Photo%20(Courtesy%20of%20CBS%2046%20News%20Atlanta)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.