# NTSB SEA02LA093: Cessna 172M, N496HM, Anacortes, WA, May 31, 2002 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 31, 2002, 11:30 local (18:30 UTC) - Place: Anacortes, WA - Coordinates: 48.459484, -122.59967 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=48.4595&lon=-122.5997&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report October 24, 2002 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 54842 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA02LA093 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54842/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54842 - Page: https://openairdocs.org/ntsb/SEA02LA093 ## Probable cause The pilot's improper decision to continue his flight after failing to take on fuel at a planned en route refueling stop, which lead to a loss of power from fuel exhaustion while on final approach to his round-robin final destination. Factors include inaccurate fuel quantity gauges, no suitable terrain on which to execute the forced landing, and soft terrain where the pilot ultimately decided to put the aircraft down. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - vfr pattern - final approach - fluid,fuel - exhaustion (cause) - in-flight planning/decision - improper, pilot in command (cause) - engine instruments,fuel quantity gage - inaccurate (contributing factor) - Nose over, emergency landing - terrain condition - soft (contributing factor) - terrain condition - none suitable (contributing factor) ## Analysis After reaching his initial destination on a round-robin cross-country flight, the pilot discovered that the runway was closed for repair, so he flew back along his outbound route looking for a place to refuel. He landed at an agricultural airstrip, but determined that there was no fuel available there. After departing the agricultural airstrip, he decided to land at a municipal airport in a nearby town, but was unable to locate the runway. He then made the decision to return to his initial departure point without stopping to take on fuel. While on final approach to the initial departure point, the aircraft ran out of fuel, and the pilot was forced to land on a nearby gravel beach. Although the touchdown was uneventful, during the landing roll, the aircraft nosed over on the soft terrain. According to the pilot, he did not keep an accurate tally of his fuel burn and total time airborne, and in considering his fuel situation while en route, he forgot to take into account a one hour and 40 minute flight on the previous day. It was also determined that the fuel quantity gauges did not accurately reflect the total amount of fuel onboard the aircraft while airborne. ## Factual narrative On May 31, 2002, approximately 1130 Pacific daylight time, a Cessna 172M, N496HM, nosed over during an attempted forced landing after a complete loss of engine power on final approach to Anacortes Airport, Anacortes, Washington. The private pilot, who was the sole occupant, received minor injuries, and the aircraft, which is owned and operated by the pilot, sustained substantial damage. The flight departed an unidentified agricultural airstrip northwest of Chelan, Washington, about 90 minutes prior to the accident. The 14 CFR, Part 91 personal pleasure flight was being operated in visual meteorological conditions. No flight plan had been filed. There was no report of an ELT activation. According to the pilot, on the day prior to the accident he flew the aircraft for about an hour and 40 minutes. At the beginning of that flight, both of the aircraft's fuel tanks were full. On the day of the accident, he departed Anacortes and flew to Omak, Washington. Upon his arrival at Omak, he discovered that the runway was closed for repairs (NOTAM had been issued). He therefore headed back along his original route looking for an airport where he could get fuel. While en route, he spotted an agricultural airstrip, and landed there in hopes of being able to fill the aircraft's tanks. After spending about 15 minutes at the field, and determining that there was no one else present, he took off and flew toward Chelan. As he approached the Chelan area, he tried to locate the Chelan Airport, but was unable to do so. He therefore turned west with the intention of flying back to Anacortes. Although he passed near Arlington Airport after crossing the Cascade Mountains, he elected not to stop there, and attempted to make it to Anacortes without refueling. While on final approach to Anacortes, the aircraft's engine quit, and the pilot elected to land on the shoreline northwest of the airport. Although the touchdown was uneventful, during the landing roll, the aircraft encountered soft gravel covered terrain and nosed over. After the aircraft was recovered, it was determined that both fuel tanks were empty, and that approximately five hours and 30 minutes had elapsed since the aircraft was last refueled. According to the pilot, the fuel gauges for both tanks were indicating between 1/4 and 1/2 full. The pilot further stated that he failed to keep an accurate tally of the time the aircraft had flown, and the amount of fuel it had consumed, since last being refueled. He also said that when he was evaluating his gas situation before making the decision to fly back to Anacortes, he failed to take into account the flight on the previous day. According to the FAA, the pilot's license had been revoked in 1996, and had not yet been reinstated. ## Aircraft - Registration: [N496HM](https://openairdocs.org/aircraft/N496HM), registered now, S/N 17267496, built 1976 (OpenAirDocs) - Reported make and model: Cessna 172M - Registry model: [Cessna 172M](https://openairdocs.org/model/cessna-172m) (registry code 2072418) (OpenAirDocs) - Registry engine: [Lycoming 0-360-A1D](https://openairdocs.org/engine/lycoming-0-360-a1d) (registry code 41504, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17267496 - Airframe hours: 6500 - Engines: Lycoming O-360-A1A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Clarence A. Miller - Registered owner: Lambert Enterprises, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 31, 2001, 150 hours before - Departed: Undetermined, WA - Destination: 74S, Anacortes, WA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 71; injuries: minor; medical: class 3, expired; seat: left; flight hours: 20,000 total ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 55 °F ## 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 20020531013879A](https://openairdocs.org/incident/20020531013879A), May 31, 2002: Cessna 172M, Anacortes, WA, No damage. (-23) According to the pilot, both aircraft fuel tanks were full the day prior to accident, and was flown for approximately an hour and 40 minutes. On the day… ## Docket (1 files) The files NTSB released with the investigation on September 15, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54842. 292 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439388&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.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.