Ridegway, VA, USA
N2370N
Cessna 140
The pilot stated that he had completed a pre-flight inspection, and visually checked both fuel tanks, which were full. However, several witnesses reported that the airplane had been flown for 1-hour and 20-minutes prior to this flight with the fuel selector positioned to the left tank, and was not refueled. On the day of the accident, the pilot departed with the fuel selector still positioned to the left tank, and performed several take-offs and landings. About 35-minutes into the flight, during climb-out, the engine sputtered. The pilot pumped the throttle, and got a momentary gain in engine power, followed by a complete loss of power. He instructed the passenger to switch the fuel selector from the left tank to the right tank, but the airplane descended rapidly into trees. Examination of the airplane revealed that approximately 1-quart of fuel remained in the left tank, and a substantial amount of fuel remained in the right tank.
On October 7, 2003, at 1900 eastern daylight time, a Cessna 140, N2370N, sustained substantial damaged after a loss of engine power shortly after takeoff from Pace Airport (VA02), Ridgeway, Virginia. The certificated commercial pilot and the passenger were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The pilot said that he conducted a preflight inspection of the airplane and visually inspected both tanks, which were full. The pilot and the passenger departed on runway 36 and practiced takeoffs and landings. About 35 minutes into the flight, the pilot landed, taxied back to the departure end of the runway, and took off. During climb out, the engine sputtered. The pilot pumped the throttle, and the engine surged momentarily, then stopped producing power completely. He asked the passenger to switch fuel tanks, but the airplane descended rapidly, and collided with trees off the end of the runway. A Federal Aviation Administration (FAA) inspector performed an on-scene examination of the airplane. The inspector said the airplane landed hard on its nose, about 90 degrees vertical, in heavily wooded terrain. Both wings, fuselage, and tail sustained substantial damage. Fuel was noted draining from the right fuel tank filler neck, and the fuel selector handle was set to the left tank. The FAA inspector conducted another examination of the airplane on October 16, 2003, after it had been recovered. According to the inspector, both wings had been removed, but the engine remained attached to the airframe. A temporary fuel system was rigged, and the engine was started. It ran at various power settings, without interruption. The fuel tanks were both breached, and continuity of the fuel system was established. Approximately 1-quart of fuel remained in the left tank, and a substantial amount of fuel remained in the right tank. The airplane was last flown on September 30, 2003, by a private pilot, who was also an airport employee. He said that he departed with full fuel tanks, and flew for 1-hour and 20-minutes, with the fuel selector on the left tank. After the flight, he did not refuel, and placed the airplane in its hangar. The airplane was not flown again until the accident flight. In addition, another pilot, a flight instructor, also stated that this was the airplane's first flight since September 30, 2003. On the day of the accident, the pilot taxied the airplane out of the hangar and proceeded directly to the runway. He did not purchase fuel. The witness did not know if the pilot had conducted a pre-flight inspection. The owner of the airport also confirmed that the airplane had not flown since September 30, 2003. According to the Cessna 140 Operator's Manual, each fuel tank held 12.5 gallons of fuel (10.5 usable), with an average burn rate of 6.5 gallons per hour. The pilot reported a total of 1,130 flight hours, of which 50 were in make and model. Weather at Blue Ridge Airport (MTV), Martinsville, Virginia, about 6 miles northwest, at 1902, was reported as wind calm, visibility 4 statute miles, clear skies, temperature 65 degrees F, dewpoint 60 degrees F, and a barometric pressure setting of 30.16 inches HG.
The pilot's improper pre-flight planning, which resulted in an engine failure due to fuel exhaustion.
Source: NTSB Aviation Accident Database
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