FORT ORD, CA, USA
N7374D
Cessna 172N
The pilot attempted three ILS approaches, but reported that he was having problems with the navigation equipment during each approach. At the end of the third approach he advised ARTCC that he was low on fuel, with only about 30 minutes remaining. The pilot relayed through another aircraft that he had visual contact with the airport and was below the clouds. He canceled IFR and reported that landing was assured. He saw an airport beacon ahead, flew toward it, and attempted to activate the pilot-controlled lighting. The lights did not illuminate and the pilot realized he was about midfield of the runway and too high for a safe landing. He initiated a go-around and the engine quit. The aircraft crashed about 7 miles north of the pilot's intended destination airport and about 3/4 miles north of an uncontrolled airport. The aircraft was examined following recovery. No fuel was found in the fuel tanks or lines, and no evidence of leakage was observed. Comparison of the Hobbs meter readings between departure and the accident revealed that the pilot had flown 4.4 hours during the accident flight. The pilot reported that he had not experienced any mechanical problems with the engine or aircraft prior to the accident. The navigation radios in the aircraft were tested with no discrepancies found. A functional test of the ground navigational aids was performed following the accident with no noted discrepancies. The pilot did not provide evidence of instrument currency.
On February 14, 1999, about 0048 hours Pacific standard time, a Cessna 172N, N7374D, crashed in an open field approximately 3/4 miles north of the Marina Municipal Airport in Fort Ord, California, after experiencing a loss of engine power. The aircraft sustained substantial damage. The private instrument rated pilot and passenger were not injured. The passenger was not a rated pilot. The aircraft was operated by the SoCal Flying Club, Long Beach, California, and rented by the pilot for a personal flight conducted under 14 CFR Part 91. The flight originated at the Long Beach Airport about 2030 on February 13th and was en route to the Monterey, California, Airport. Night instrument meteorological conditions prevailed at the destination airport. A visual flight rules (VFR) flight plan was on file and an instrument flight rules (IFR) clearance was obtained en route. The Oakland Air Route Traffic Control Center (ARTCC) reported that they issued the pilot an IFR clearance to Monterey at 2335. After acknowledging the clearance, the pilot advised them that he was having trouble with his automatic direction finder (ADF) equipment. He requested radar vectors for an instrument landing system (ILS) approach, but was informed that Monterey TRACON was closed and no radar service was available. He started the approach over and was asked to inform Oakland ARTCC when he intercepted the localizer outbound. The pilot asked Oakland ARTCC to verify his position on the ILS and was advised that the radar showed his aircraft over the airport proceeding outbound. He reported that he had an off-flag indication on the localizer. He attempted the approach again and reported when he was intercepting the localizer. Oakland ARTCC stated that they cleared him for the ILS 10R approach, then terminated radar service. The pilot reported that he lost the localizer again and indicated that he would like to try the approach once more. At 0021, he reported receiving the localizer and glide slope and stated that he was running low on fuel. Oakland ARTCC reported that the pilot informed them that he had 30 minutes of fuel remaining. They instructed the pilot to intercept the localizer then resume his own navigation. The pilot reported that he was not receiving the glide slope. At 0026, Oakland ARTCC made two attempts to contact the pilot to verify that he wasn't receiving navigational information. The pilot relayed through another aircraft that he had visual contact with the Monterey Airport and was below the clouds. He stated that he was canceling IFR and that landing was assured. The pilot reported that when he broke out of the clouds he saw an airport beacon ahead. He flew toward the beacon and attempted to activate the airport's pilot-controlled lighting. He stated that the lights did not illuminate and he realized he was approximately midfield of the runway and too high for a safe landing. The pilot initiated a go-around and the engine quit. He stated that the engine did not sputter or cough, but seemed to quit suddenly. He reported that he had not experienced any previous problems with the engine during the flight. The aircraft crashed approximately 7 nautical miles north of the Monterey Airport, and about 3/4 miles north of the uncontrolled Marina Airport. The Marina Airport has one runway, oriented 110/290 degrees. The nose gear sheared off and the aircraft came to rest inverted. The Monterey METAR at 0036 was reporting 10 statute miles of visibility, ceiling 700 feet broken/1,100 feet overcast, and the winds from 100 degrees at 3 knots. The pilot reported that at the time of the accident, he had approximately 117 hours of simulated instrument time, and 22 hours of actual instrument time. According to the Federal Aviation Administration (FAA) airman records, the pilot received his instrument rating on March 9, 1994. The pilot did not provide evidence of instrument currency. The airplane was examined following recovery. The mechanic reported that he had checked the ground under the wings at the fuel cap area and noted no fuel stains or odor of fuel. He removed the wings and found no fuel in the fuel tanks or lines. He did not find any broken fuel lines or fuel stains. He rotated the propeller and verified compression in all four cylinders. He drained the gascolator and found "less than 1 inch of fuel." The mechanic further reported that the Hobbs meter had advanced 4.4 hours during the accident flight. The mechanic's report is appended to this file. The aircraft owner reported that the aircraft's navigation equipment was checked following the accident and no discrepancies or abnormalities were noted. A FAA inspector from the San Jose Flight Standards District Office reported that a functional test of Monterey's navigational aids was performed following the accident with no noted discrepancies. A copy of the test parameters and results is appended to this file.
Fuel exhaustion due to the pilot's becoming lost and disoriented during multiple attempts at completing an ILS approach.
Source: NTSB Aviation Accident Database
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