Waller, TX, USA
N7220Z
Piper PA-25-235
The 563-hour private pilot completed 11 glider tows prior to the accident. Prior to the twelfth flight, he determined that he had enough fuel to complete one or two more flights, based on the how the fuel gauge needle was fluctuating in the cockpit. The pilot departed on his twelfth flight, and towed a glider to 3,000 feet mean sea level (msl) about three miles west of the glider port. After releasing the glider, he turned east toward the glider port. When the airplane was approximately two miles from the glider port, the engine stopped producing power. The pilot entered a left downwind, and when he arrived at the north end of the glider port he felt he was too high and initiated a right 360-degree turn to lose altitude. However, the pilot said that his airspeed and altitude deteriorated quickly and he either "stalled the plane or entered an incipient spin." The pilot recovered near ground level and subsequently struck a tree with the left wing, which spun the airplane around before it came to rest. Examination of the fuel system revealed there was no fuel onboard the airplane.
On June 5, 2005, at 1330 central daylight time, a single-engine Piper PA-25-235 airplane, N7220Z, was substantially damaged during a forced landing following a loss of engine power near the Soaring Club of Houston Glider port (89TA), Waller, Texas. The instrument rated private pilot, sole occupant of the airplane, was not injured. The airplane was owned by B & I Aircraft LLC, and was being operated by the Soaring Club of Houston. Visual meteorological conditions prevailed for the local glider tow flight being conducted under 14 Code of Federal Regulations Part 91. The flight originated from the glider port about 10 minutes prior to the accident. In a written statement, the 563-hour pilot stated that on the day of the accident, he had completed 11 glider tows prior to the accident. Prior to the twelfth flight, he determined that he had enough fuel to complete one or two more flights based on the how the fuel gauge needle was fluctuating in the cockpit. The pilot departed on his twelfth flight, and towed a glider to 3,000 feet mean sea level (msl) about three miles west of the glider port. The pilot added that after releasing the glider, he turned east toward the glider port. When the airplane was approximately two miles from the glider port, the engine stopped producing power. The pilot entered a left downwind for runway 17, and when he arrived at the north end of the glider port he felt he was "too high" and initiated a right 360-degree turn to lose altitude. However, the pilot said that his airspeed and altitude deteriorated quickly and he either "stalled the plane or entered an incipient spin." The pilot recovered near ground level and subsequently struck a tree with the left wing, which spun the airplane around before it came to rest. A Federal Aviation Administration (FAA) inspector performed an examination of the airplane. According to the inspector, the airplane came to rest about one mile from the airport, and had structural damage to the left wing and the left wing strut. Additionally the left main landing gear had collapsed. Examination of the fuel system revealed there was no fuel onboard. The pilot reported that the airplane was equipped with a float gage featuring a float-pointer arrangement which was installed on the engine cowling. The pilot reported the weather as wind from 180 degrees at 10 knots, gusting to 12 knots, visibility 10 miles, and scattered clouds at 3,000 feet above ground level. In addition, he reported that there were no mechanical deficiencies with the airplane.
The pilot's inadequate in-flight planning/decision and his failure to maintain adequate airspeed resulting in fuel exhaustion and a stall.
Source: NTSB Aviation Accident Database
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