# NTSB SEA93LA160: Cessna 337, N2269X, Jerome, ID, July 24, 1993 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 24, 1993, 11:25 local (17:25 UTC) - Place: Jerome, ID - Coordinates: 42.729049, -114.429351 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.7290&lon=-114.4294&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report August 1, 1994 - Report: Approved by Office Director - NTSB case key (mKey): 41737 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA93LA160 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/41737/pdf - Page: https://openairdocs.org/ntsb/SEA93LA160 ## Probable cause THE PILOT'S IMPROPER FUEL MANAGEMENT PROCEDURES WHICH RESULTED IN FUEL STARVATION. FACTORS INCLUDE THE PILOT'S LACK OF FAMILIARITY WITH THIS TYPE AIRCRAFT, AND ROUGH/UNEVEN TERRAIN IN THE LANDING AREA. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, cruise - fluid,fuel - starvation (cause) - procedures/directives - improper, pilot in command (cause) - lack of familiarity with aircraft, pilot in command (contributing factor) - Forced landing, descent - emergency - Nose gear collapsed, landing - roll - terrain condition - rough/uneven (contributing factor) ## Analysis THE PILOT WAS BURNING FUEL FROM THE MAIN TANKS WHEN THE REAR ENGINE QUIT DUE TO FUEL STARVATION. HE WAS ABLE TO RESTART THE ENGINE, BUT SOON THEREAFTER, THE FRONT ENGINE QUIT DUE TO FUEL STARVATION, AND HE WAS UNABLE TO GET THIS ENGINE RESTARTED. ABOUT ONE MINUTE LATER, THE REAR ENGINE QUIT AGAIN, AND THE PILOT WAS NOT ABLE TO GET THE REAR ENGINE STARTED A SECOND TIME. HE THEN SELECTED THE AUXILIARY FUEL TANKS, WHICH STILL HAD FUEL IN THEM, BUT SINCE THERE IS NO AUXILIARY FUEL PUMP IN THE AUXILIARY FUEL TANK SYSTEM, HE WAS UNABLE TO GET THE ENGINES RESTARTED IN TIME TO AVOID A FORCED LANDING. ## Factual narrative On July 24, 1993, at approximately 1125 mountain daylight time (MDT), a Cessna 337, N2269X, experienced a nose gear collapse during an attempted forced landing near Jerome, Idaho. The FAA certificated private pilot received serious injuries, his passenger received minor injuries, and the aircraft sustained substantial damage. The personal pleasure flight, which departed Pocatello Municipal Airport, Pocatello, Idaho about one hour earlier, was operating in visual meteorological conditions at the time of the accident. The aircraft was not on a filed flight plan, and the ELT, which was activated by the impact, was turned off at the scene. The pilot, who was not rated for multi-engine operations, and who was flying an unregistered, out-of-annual twin engine aircraft, said that he was cruising at about 1,500 feet AGL when the rear engine quit. He was able to get it restarted, but soon thereafter the front engine quit, and he was not able to get that engine restarted. Then about one minute after the front engine quit, the rear engine quit again. This time, the pilot was unable to get the rear engine restarted. He then switched to the auxiliary fuel tanks, but still could not get the engines restarted in time to avoid a forced landing. He touched down in a cultivated field, and the nose gear collapsed during the landing roll. According to the FAA Inspector who responded to the accident, both main fuel tanks were found to be empty. He said that about seven gallons of fuel were found in the right auxiliary tank, and the severed fuel line from the left auxiliary tank was observed to leak fuel for about an hour after the accident. Although the pilot said that the main tank fuel gauges read about half-full at takeoff, there was no evidence of any en route fuel leakage or malfunction in the fuel system. During the investigation it was noted that for all engine restarts in flight, the aircraft operating manual calls for the fuel selector valve to be in the Main Tank position, and for the auxiliary fuel pump to be in the "HI" position. In a telephone discussion with an investigator from Cessna Aircraft Corporation, he stated that since there are no auxiliary fuel pumps between the auxiliary fuel tanks and the engines, it is questionable whether the engines will restart once the auxiliary tanks are selected. ## Aircraft - Registration: [N2269X](https://openairdocs.org/deregistered/N2269X-2011-08-02), registration cancelled 2011-08-02, S/N 337-0169, built 1965 (OpenAirDocs) - Reported make and model: CESSNA 337 - Registry model: [Cessna 337](https://openairdocs.org/model/cessna-337) (registry code 2075702) (OpenAirDocs) - Registry engine: [Continental IO-360 series](https://openairdocs.org/engine/continental-io-360-series) (registry code 17025, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 3370169 - Engines: CONTINENTAL IO-360-C/D 210 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Eichman, Marvin J. - Registered owner: None (Sold To M. J. Eichman) - Last inspection: Annual, February 21, 1990 - Departed: PIH, POCATELLO, ID - Destination: U03, BUHL, ID ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 6,800 total, 6,800 as pilot in command, 4 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Visibility: 50 statute miles - Lowest ceiling: none - Temperature: 70 °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 19930724025379A](https://openairdocs.org/incident/19930724025379A), Jul 24, 1993: Cessna 337, Jerome, ID, Substantial damage. Both engines quit en route. Collapsed nose gear landing in a pasture. Main fuel tank empty. Aux tanks had fuel. 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.