NILES, MI, USA
N738LM
CESSNA 172N
THE PILOT HAD FILED AN IFR FLIGHT PLAN FROM BUFFALO, NEW YORK, TO SOUTH BEND, INDIANA, AND SPENT 20 MINUTES GROUND RUNNING TIME WAITING FOR AN IFR CLEARANCE. DURING THE FLIGHT THE LEFT FUEL TANK GAUGE WAS ERRATIC, SO THE PILOT IGNORED IT. THE IN-FLIGHT TIME WAS 4 HOURS AND 25 MINUTES BEFORE A TOTAL LOSS OF POWER OCCURRED. THE PILOT STATED THE FUEL CONSUMPTION FOR THE AIRPLANE WAS BETWEEN 8.5 TO 8.9 GPH. AT 8.5 GPH, THE FUEL BURNED DURING THE 4 HOUR AND 25 MINUTE FLIGHT WOULD HAVE BEEN 37.5 GALLONS, PLUS AN ADDITIONAL 2 GALLONS USED FOR THE 20 MINUTE GROUND TIME, FOR A TOTAL OF 39.5 GALLONS USED. AT 8.9 GPH, THE TOTAL WOULD HAVE BEEN 41.3 GALLONS. THE PILOT'S OPERATING HANDBOOK SHOWS THE USABLE FUEL OF 40 GALLONS, WITH 3 GALLONS UNUSABLE. THE POSTCRASH INVESTIGATION REVEALED 1-1/2 GALLONS OF FUEL IN THE RIGHT TANK; NO FUEL IN THE LEFT TANK.
On November 12, 1995, at 1532 eastern standard time (est), a Cessna 172N, N738LM, registered to the University of Wisconsin Flying Club, Inc., of Madison, Wisconsin, experienced a total loss of engine power during a decent into Michiana Regional Transportation Center Airport, South Bend, Indiana. The airplane sustained substantial damage when it nosed over during the landing roll following a forced landing. Visual meteorological conditions prevailed at the time of the accident. The private pilot and one passenger reported no injuries. The personal 14 CFR Part 91 flight was operating on an IFR flight plan. The flight departed Buffalo, New York, at 1115 est. According to the pilot's written statement, he filed an IFR flight plan from Buffalo, New York, to South Bend, Indiana. He said the total distance was 355.3 NM. He planned to use 23.5 gallons of fuel with an estimated flight time of 3 hours and 21 minutes. He calculated a maximum endurance time of 5 hours and 30 minutes using the Pilot's Operating Handbook (POH). The pilot stated, he "...taxied slowly out to runway 23 because of strong surface winds [290 degrees at 20 knots]... ." The engine had been running 20 minutes on the ground before takeoff. The pilot said N738LM's ground speed was 70 knots over the ground until reaching the Detroit, Michigan area. N738LM's ground speed picked up to 90 knots over Detroit, Michigan. The pilot stated, he "...continued to rethink the fuel situation...RPM 2400 at mostly 4000 feet cruise and leaning by the EGT, I convinced myself that there should be at least 5 hours of fuel onboard...the left fuel tank gauge had been erratic, so I ignored it... ." Air Traffic Control (ATC) issued vectors to the runway 27R ILS approach at the Michiana Regional Airport, South Bend, Indiana. ATC changed the approach to ILS runway 9R approach a short time later. During the descent, the pilot said the engine began to lose RPM and gently surged. The pilot said he pushed in the throttle and applied carburetor heat with a 30 second recovery, then the RPM gradually decreased, followed by a total loss of power. Total inflight time when the engine lost power was 4 hours and 45 minutes. The post accident investigation revealed 1 1/2 gallons of fuel in the right tank and no fuel was found in the left tank. During a telephone interview on December 7, 1995, the pilot stated he did not use carburetor heat during the descent and did not move the mixture control to the full rich position as stated in the POH for an engine failure. The pilot's operating handbook shows that airplane was capable of holding 40 gallons of usable fuel with 3 gallons of unusable fuel. The pilot sent the IIC a newsletter that he wrote for the University of Wisconsin Flying Club. Part of the Newsletter stated, that he was using between 8.5 gallons per hour (gph), to 8.9 gph. Total fuel burned at 8.5 gph of 4 hours and 25 minutes fuel burn equals 37.5 gallons plus 2 gallons used for 20 minutes on the ground equals 39.5 gallons used. At 8.9 gph for 4 hours and 25 minutes fuel burn equals 39.3 gallons plus 2 gallons used for 20 minutes on the ground time equals 41.3 gallons used.
fuel exhaustion as a result of the pilot's improper fuel consumption calculations. Factors related to the accident were: the pilot's lack of familiarity with the aircraft and operating with a known malfunctioning fuel gauge.
Source: NTSB Aviation Accident Database
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