SEA04LA182

The pilot reported that he finger inspected both fuel tanks prior to takeoff. The pilot-rated observer noticed that while taxiing for takeoff the left fuel gauge read somewhere near 1/2, while the right gauge read near full. Approximately 2 hours and 10 minutes into the flight the pilot and pilot-rated observer became concerned with the aircraft's fuel state and elected to proceed to a nearby airport to refuel. Approximately 15 minutes later the right fuel tank ran dry and the engine quit. After switching to the left tank the pilot was successful in restarting the engine. Approximately 5 minutes later the left fuel tank ran dry and the engine quit a second time, prompting the pilot to make a landing in a hay field about 5 miles west of the destination airport. The pilot landed long, and in an attempt to avoid a fence veered 90 degrees to the left before impacting a ditch, which resulted in substantial damage to the right wing. The airplane had accumulated 4.3 hours of flying time since its most recent refueling with both tanks being filled to capacity. The pilot reported that there were no pre-accident mechanical problems with the airplane. Post-accident inspection of the fuel tanks revealed that no fuel was present in either the right or left fuel tanks.

On September 5, 2004, at 1628 Pacific daylight time, a Cessna 172E airplane, N5788T, was substantially damaged following a forced landing near the Fairchild International Airport (CLM), Port Angles, Washington. The certificated private pilot, who was seated in the left seat, was not injured, while the commercial rated pilot-observer, who was seated in the right seat, sustained minor injuries. Visual meteorological conditions prevailed for the search and rescue flight, which was being operated in accordance with 14 CFR Part 91, and a flight plan was not filed. The flight had departed the APEX Airpark (S42), Silverdale, Washington, at 1352.

The NTSB investigator-in-charge (IIC) conducted telephone interviews with both the pilot and the pilot-rated observer. In addition, both pilots submitted a Pilot/Operator Accident Report (NTSB form 6120.1/2) to the IIC. The pilot reported that prior to departing he checked the fuel level in both tanks with a "finger inspection" and noted the fuel selector was in the BOTH position. The pilot further reported that while taxiing for takeoff he noticed fuel dripping from the overflow vent, "...indicating full tanks." The pilot-rated observer stated, "As we taxied for takeoff I noticed a few drops of liquid coming out of the left [fuel] tank vent. I also noticed that the left fuel gauge read somewhere near 1/2 (it might have been between 1/2 and 3/4, or just under 1/2). I mostly remember that it was not nearly full. The right gauge read at or near full." The pilot stated that while in cruise flight at 3,000 feet mean sea level (MSL), he switched the fuel selector from the BOTH position to the RIGHT TANK position; the pilot-rated observer reported the pilot switched the tank at 1420. At approximately 1557 while conducting search and rescue activities the pilot reported observing the right fuel gauge indicating 3/4 full, and 5 minutes later the right seat pilot/observer noted the right fuel gauge was indicating 1/4 full. The pilot reported that he and the pilot-rated observer agreed they didn't feel comfortable with their fuel situation and decided to proceed to CLM for fuel; the pilot-rated observer reported this occurred at 1600. The pilot further reported that about 15 minutes later (1615), and about half way back to CLM the right tank ran dry and the engine quit. The pilot stated that he switched to the left tank and was successful in restarting the engine. However, approximately 2 to 2 1/2 miles [southwest] of Elwha NDB (non-directional radio beacon), located 7 nautical miles west of CLM, the left tank ran dry and the engine quit a second time, necessitating a forced landing. The pilot reported that he spotted a hay field, set up his approach, but "landed a little long." The pilot further reported that to avoid a fence he veered 90 degrees to the left, subsequently impacting a ditch before coming to rest in the ditch in a nose down, right wing down attitude. The pilot revealed that damage to the airplane included the right wing being destroyed, the outboard 18 inches of the left wing's leading edge was dented aft, the nose gear was sheared off, and both propeller blades were bent.

In a report to the IIC, a Federal Aviation Administration (FAA) airworthiness inspector, who traveled to the accident site, reported that a post accident inspection of the airplane revealed that there was no fuel present in the right fuel tank and that fuel was also absent from the airplane's gascolator bowl. The inspector reported the airplane had a total fuel capacity of 42 US gallons, with 39 US gallons being usable. The inspector's review of past fueling records indicated the airplane was last fueled and "topped off" on August 31st. The airplane was then flown .4 hours on August 31st, 1.2 hours on September 4th, and 2.7 hours on the accident flight, for a total of 4.3 hours since its last refueling. The aircraft owner's manual states that with 39 gallons of fuel available, flying at 7,000 feet at a 75% power setting, the duration of flight would be 4.6 hours. The pilot reported no anomalies with the airplane prior to the flight that would have precluded normal operations.