MCKINNEY, TX, USA
N1371E
Cessna 172N
A total loss of engine power occurred during the final descent to the destination airport. Fluctuation of the fuel quantity gauges was reported by the pilot. The pilot planned the cruise flight at 75 percent power and leaned the mixture by using the EGT gauge. A passenger reported the aircraft 'ran out of fuel.' There was no evidence of fuel at the accident site. The company mechanic had informed the pilot that the engine would run lean and that fuel consumption for the airplane varied from 8 gph to 12 gph. The total cross country flight time was calculated at 5 hours and 11 to 19 minutes. According to the Pilot's Operating Handbook, the endurance at 75 percent cruise power is approximately 5 hrs 24 minutes. No pre-existing mechanical anomalies were found that would have precluded engine producing power. Testing of the fuel sending units revealed inaccuracy of the cockpit fuel gauge readings.
On December 16, 1997, at 0100 central standard time, a Cessna 172N single engine airplane, N1371E, struck trees and terrain during a forced landing following a loss of engine power near McKinney, Texas. The airplane was owned and operated by a private individual under Title 14 CFR Part 91. The airline transport rated pilot and the two passengers received serious injuries and the airplane sustained substantial damage. Night visual meteorological conditions prevailed for the personal cross country flight and a flight plan was not filed. The flight departed Stuttgart, Arkansas, at 2206 the previous evening. During a personal interview, conducted by the FAA inspector, the right front seat passenger stated that the flight departed Stuttgart and just before 0100, the pilot reported a low fuel condition to this passenger. The passenger added that the aircraft "ran out of fuel." The pilot briefed the passengers for the emergency landing. During telephone interviews, conducted by the investigator-in-charge (IIC), company maintenance personnel reported that the purpose of the flight was for the pilot to transport a friend of the pilot from Stuttgart, Arkansas, to McKinney, Texas. At 1858, prior to the flight, the pilot topped the fuel tanks with 12 gallons of fuel, performed the aircraft preflight, obtained a weather briefing and planned the cross country flight. The flight departed Gainesville, Texas, at 1915. The mechanic further stated that he informed the pilot that the engine would run lean even with the throttle and mixture full forward in the cockpit. Fuel consumption for the airplane varied from 8 gallons per hour (gph) minimum to a maximum of 12 gph depending on the power settings and atmospheric conditions. During a telephone interview, conducted by the IIC, personnel of the ATC Quality Assurance Staff (Southwest Region) stated that an abbreviated weather briefing for N1371E was obtained at 1841 from the FTW AFSS. The winds aloft at 3,000 feet mls were forecasted from 230 degrees at 12 to 15 knots. At 6,000 feet msl, the winds were forecasted from 260 degrees at 10 to 12 knots. During personal interviews, conducted by the FAA inspector, and telephone interviews, conducted by the IIC, and on the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the pilot reported the following information. The pilot obtained a weather briefing, filled the fuel tanks for a total of 54 gallons (50 gallons usable) and completed the preflight inspection prior to the flight departing from Gainesville, Texas, for Stuttgart, Arkansas. The preflight planning calculations for the 5 hour cross country flight from Gainesville to Stuttgart to McKinney, indicated 5 gallons of fuel should be remaining upon landing at McKinney. According to the pilot and Stuttgart Aviation personnel, the pilot did not refuel the aircraft at Stuttgart. The pilot reported boarding the passengers and departing Stuttgart at approximately 2215. ATC flight following was obtained from Memphis Air Route Traffic Control center (ARTCC) and Fort Worth ARTCC. Flight following was terminated prior to the accident. The pilot stated that enroute at 4,500 feet msl he leaned the fuel by using the EGT gauge; however, at night it was "hard to read the EGT gauge for an exact setting of 75 percent power." During the descent into McKinney, the engine "sputtered and quit." The passengers were briefed for an off airport landing. The pilot noted that "before turning final [for the forced landing to the road] the left and the right fuel gauge was on full." During the forced landing to the road, the right wing of the aircraft struck a tree, and subsequently descended and came to rest inverted on County Road 470. Local authorities, the FAA inspector, and manufacturer representatives, who responded to the accident site, reported that there was no evidence of fuel in the aircraft, in any of the airplane fuel tanks, or in any engine component or the airplane strainer. There was no physical evidence of fuel spillage at the site. The engine manufacturer representative stated that the maximum endurance at 75 percent power was 5.39 hours (no reserve). Structural damage occurred to the airframe and engine. Flight control continuity was confirmed. The airplane was examined on March 12, 1998, at Lancaster, Texas, under the surveillance of the IIC. Engine continuity was confirmed. No pre-existing engine deficiencies were noted and there was no evidence that the engine was not capable of operating and producing power prior to the accident. Non-vented fuel caps were installed; however, there was a wing fuel vent. Fuel tanks were deformed and their integrity was compromised. Fuel sending units were examined. The support wire was deformed for each sending unit, and there was a rattle from inside the right sending unit float. The fuel sending units were operationally tested with jumper wires and a 24 volt power supply for full and empty indications on the cockpit gauges. With the fuel sending units in the full position, the right fuel tank gauge indicated full and the left fuel tank gauge indicated 3/4 full. With the fuel sending units in the empty position, the right fuel tank gauge indicted 1/4 full and the left fuel tank gauge indicated empty. A review of the maintenance records by the FAA inspector revealed a standard airworthiness certificate was issued on May 17, 1978. On May 20, 1996, the right main fuel tank was removed due to a fuel leak. The bottom drain fitting was replaced and a crack and worn areas welded. The fuel tank was pressure checked, reinstalled, and the airplane returned to service. The last annual inspection was performed on October 15, 1997. The Garmin GPS 90 was examined on February 18, 1998, at Kansas City, Missouri, under the surveillance of the FAA. The unit was last actively locked onto satellites on December 16, 1997. The first position calculated by the GPS receiver at a time of 2002.05 was latitude 33.56.16 north; longitude 095.05.74 west. The position calculated at 2135.49 was 34.35.85 north; 091.34.55 west. Stuttgart Airport is latitude 34.36.03 north; longitude 091.34.47 west. The total time from the first position calculated by the GPS to the Stuttgart Airport was 1 hour 33 minutes 44 seconds with a ground speed of 123 knots. At 2206:43, the position calculated by the GPS was 34.36.08 north; 091.34.72 west. The last recorded calculated position by the GPS was 33.14.97 north; 096.29.03 west at a time of 0159.56 on December 16, 1997. The total flight time (GPS) from Stuttgart to the accident site was 2 hours 53 minutes 13 seconds. The IIC calculated a flight time of 52 minutes 11 seconds from Gainesville (latitude 33.39.08 north; longitude 097.11.82 west) to the first position calculated by the GPS. The total flight time (Gainesville to Stuttgart to McKinney) was calculated at 5 hours 19 minutes by the IIC. POH endurance (45 minute reserve) at 75 percent cruise power at sea level is approximately 5 hrs 24 minutes. Fuel consumption was calculated by the Cessna representative utilizing the Cessna 1978, 172N pilot operating handbook (Figure 5-6, page 5-15 no wind condition, taxi, takeoff, climb) and ground speed information from GPS data for a total cruise flight time of 5 hours and 11 minutes at 75 percent cruise power. The airplane fuel consumption (total 50 gallons usable) calculated was 47.5 gallon (2.5 usable remaining). National Weather Service (NWS) winds aloft forecast for the area in the vicinity of the accident site was westerly winds at 9 to 14 knots. The nearest weather reporting station (Dallas, Texas, 35 miles southwest of the accident site) surface observation (METAR) at 0053 recorded the surface winds from 140 degrees at 9 knots.
The pilot's inadequate in-flight/planning decision which resulted in continued flight until fuel exhaustion. Related factors were incorrect fuel gauge readings and trees.
Source: NTSB Aviation Accident Database
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