SPARTA, WI, USA
N13214
Cessna 172M
The airplane impacted a tree and terrain following a total nonmechanical loss of engine power. The pilot reported that with the fuel tanks half full there would be 20 gallons of fuel. The pilot calculated that there would be 4 gallons of reserve fuel remaining following a 2-hour flight at a fuel burn of 8 gallons per hour. The airplane was equipped with two main fuel tanks which had a total fuel capacity of 42 gallons, of which 38 gallons were unusable. Federal Aviation Administration publication, FAA-P-8740-03 states that a "safe flight time" is based upon multiplying the usable fuel on board by 75% and dividing that result by the previously confirmed consumption rate. Also, fuel gauges must be calibrated to accurately indicate an empty tank and do not have to be accurate at any other fuel level. The publication also states that the performance and fuel information in the pilot operating handbook is based upon the testing of new aircraft with experienced test pilots. During approach to the airport, the pilot changed his planned landing runway so as to land with a more favorable wind; the engine quit on the base leg of the newly selected runway. The wind at the time of the accident was 360 degrees at 7 knots. Advisory Circular 61-21A, states, "When a forced landing is imminent, wind direction and speed should always be considered, but the main object is to complete a safe landing in the largest and best field available. No evidence of fuel was found aboard the airplane.
On October 6, 2000, at 1920 central daylight time, a Cessna 172M, N13214, piloted by a private pilot, was destroyed on impact with a tree and terrain following a forced landing approximately one mile south of the Sparta/Fort McCoy Airport, Sparta, Wisconsin. Night visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot reported minor injuries. The flight originated from the Schaumburg Regional Airport, Schaumburg, Illinois, at 1725, en route to the Black River Falls Area Airport, Black River Falls, Wisconsin. In a written statement, the pilot reported the following, "...At aprx. 5:05pm I arrived at the airport and loaded my bags, untied the airplane and did my normal walk around (Checking prop, leading edges of wings & stabilizer, static & pitot ports, check hinges on elevator, ailerons, rudder, open fuel caps visual check of fuel, drain fuel from fuel drain, check oil, etc). ...I let engine idle while I turned "on" avionics, checked oil pressure & oil temp "in the green", fuel gauges 1/2 right & left, turned on nav & beacon lights. Set radio, turned on GPS, set altimeter to field elevation, set heading indicator, entered hobbs & fuel into airplanes blackbook. Did my mental calculation of fuel 1/2 tank 20 gal - flight time of aprx 2 hrs x 8 gal hr = 16 TTL. 20 - 16 = 4 reserve. It seemed a little low (but I had made this flight from BCK to 06C to BCK several times in the past and had never added more than 30 gallons of fuel, the 172 holds 40 gallons of fuel). ...Record time on flight sheet 5:25pm... The trip consists of 4 legs (1) 06C to JVL (2) JVL to LNR (3) LNR to CMY (4) CMY to BCK. The first leg of the trip was just like always, upon reaching JVL I noticed that I was a little behind schedule, so I set my GPS to CMY & entered my new time into the flight timer, the flight was normal so far. Although around Madison I checked my fuel supply (1/4 in each tank). Seemed a little low but I assured myself I had made this trip a number of times in the past and the most fuel ever added was 30 gallons that ment there was still 10 gallons in the tanks and there was plenty of fuel. After listening to Madison ATIS they were reporting wind 300 @ 7, I then set my altimeter to current altimeter setting. After hearing wind speed & direction I decided to descend to 2500 ft to see if I could increase my ground speed to stay on track for my 7:30 arrival. After about 10 minutes I couldn't see any significant change in ground speed I decided to climb back to 4500. About 5 minutes prior to CMY I tuned in LSE to get wind speed direction, alt setting. I reset my altimeter, confirmed landing runway. As I passed CMY I reset my GPS to BCK entered my time into flight timer checked my gauges everything ok except right fuel tank was indicating "E" and not moving. Left tank was still moving and indicating aprx 1/8. I was concerned now so I checked my flight time 13 minutes to BCK. I thought that the left gauge was accurate and that the right must be inaccurate. Less than 1 minute later the engine slowed to aprx 1200 rpm. Not sure of the exact problem I added card heat and circled back towards CMY, I set up for best glide of aprx 80 mph. I selected the right fuel tank on the selector and set radio #2 for CMY Tower. I changed fuel selector back to left tank (still indicating fuel) and called CMY tower to let them know I wanted to land, the engine was still running 1200 rpm so I turned off the carb heat as it didn't correct the problem. I turned on my landing light and lined myself up with the runway while awaiting a response from CMY tower I noticed a strong crosswind, since I had plenty of altitude and the engine was still running (1200 rpm). I decided to change runways so I could land into the wind. Aprx 1/2 way on the base leg the engine quit I tried to cut towards the runway but the airplane was loosing altitude rapidly, I started the engine restart procedures but I realized I was loosing altitude rapidly and abandoned that to fly the airplane. I could see I was no longer going to make the runway and hoped for the airport, but it wasn't long after that I could see I wasn't going to make that either, I looked out my window to see were I was going to put her down. I saw a field and the treeline approaching, I was trying to turn back towards the field when I ran out of altitude and hit a tree on the right wing..." Inspection of the airplane by a Federal Aviation Administration Inspector revealed the following. There was no fuel present in the left wing fuel tank of the airplane. There was no staining around the right wing fuel tank which was ruptured. The fuel selector was selected to the left fuel tank. Two five gallon gasoline tanks were found in the back of the airplane. The gasoline tanks had a smell consistent with auto gas. There were no placards or signs for auto gas on the airplane. Federal Aviation Administration publication, FAA-P-8740-03, Time in Your Tanks, states the following, "The following provides some general tips on determining and managing the "time" in your tanks. These are general comments only. All pilots need to review and follow the operating procedures and limitations published in their particular aircraft's Pilot Operating Handbook or other operating manual. Every pilot needs to remember that the performance and fuel information in his or her POH [pilot operating handbook] is based upon manufacturer's data derived from testing new aircraft with experienced test pilots. Your aircraft may or may not be able to match its POH data. You should be conservative and allow for an extra margin of safety." The publication states under, "How to determine the "Time in Your Tanks": "e. Multiply the usable fuel on board by 75% and divide the result by your previously confirmed consumption rate. This will be your SAFE FLIGHT TIME limit for the aircraft at that specific operating condition. Resolve never to exceed it." "f. When you are familiar enough with your aircraft to know how much "time" is in your tanks, plan to land with at least 45 minutes of reserve fuel on board. Anything less could compromise safety." The publication also states under, "Other tips on fuel management": "j. Fuel gauges are subject to malfunctions and errors. Fuel gages must only be calibrated to accurately indicate an empty tank. They do not have to be accurate at any other fuel level. Therefore, unless restricted by the gross weight or center of gravity limits of your aircraft, it is considered good judgement to "top off" the tanks at all fuel stops. If the fuel load must be limited, an accurate measurement can be made by use of a dipstick calibrated for your specific aircraft." Advisory Circular 61-21A, Flight Training Handbook, states, "When a forced landing is imminent, wind direction and speed should always be considered, but the main object is to complete a safe landing in the largest and best field available. This involves getting the airplane on the ground in as near a normal landing attitude as possible without striking obstructions..." The Cessna 172M has a total fuel capacity with standard tanks of 42 gallons, of which 38 gallons is usable.
the pilot's inaccurate fuel consumption calculations, improper fuel management, inadequate in-flight planning/decision, flight to destination alternate not performed, and the discontinued planned approach to the initially selected runway. Contributing factors were the fuel system not understood by the pilot. The tree was additional factor.
Source: NTSB Aviation Accident Database
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