Ocean Springs, MS, USA
N901NS
Cessna 172M
The pilot stated that he had no recollection of the accident. Another pilot/witness stated that he was also a contract pilot working for the same survey company, and he had been conversing with the accident pilot while conducting aerial surveys in his airplane at the time. The witness said he observed events and heard radio communications during and after the accident. The witness said he heard the accident pilot say that his airplane's engine started running rough, and about 20 seconds later he heard a "mayday" call on the radio, and that the accident pilot said that his airplane's engine had ceased operating, and he was going down. He said he first saw the accident airplane when it was at an altitude of about 800 feet, and he saw the pilot divert to an open field and set up for a left downwind. The witness said he then saw the pilot "crank" the airplane around in a tight turn to avoid power lines. According to the witness, the airplane hit the ground in a left spin, nose down, and came to an abrupt stop. According to an FAA inspector, shortly after the accident occurred the accident airplane was defueled to prevent a safety hazard, and about 10 to 15 gallons of fuel was removed from the right wing. No fuel was found in the left wing. The inspector further stated that the fuel selector had been set to the left tank position, and there was no evidence of significant fuel spillage at the scene. In addition, technical representatives from Cessna Aircraft Company, and Textron Lycoming Engines, performed detailed examinations on the airplane and its systems under the oversight of an FAA inspector, and the investigation confirmed that the fuel selector valve had been set to the left position. No other preaccident anomalies were noted to exist with the airplane or any of its systems
On September 13, 2005, about 1512 central daylight time, a Cessna 172M, N901NS, registered to and operated by Reliance Aviation LLC, as a Title 14 CFR Part 91 flight, crashed in Ocean Springs, Mississippi. Visual meteorological conditions prevailed, and no flight plan was filed. The commercial-rated pilot received serious injuries, and the airplane incurred substantial damage. The flight originated in Milton, Florida, the same day, about 1300. The pilot stated that he had no recollection of the flight leading up to the accident, preparations for the flight, and portions of the day prior to the accident including up to 15 days beyond the day of the accident, however he stated that another pilot who was conducting similar survey flight operations near his location heard the radio communications, and saw the accident take place. The other pilot/witness stated that he was also a contract pilot working for the same survey company, Pictometry Inc., and he was conducting aerial surveys and was piloting his airplane at the time, and he observed events and heard radio communications during and after the accident. He said it was about mid-afternoon, and he and the accident pilot were talking on the working frequency while both conducting their respective survey flights, and during the conversation the accident pilot said that his airplane's engine stared running rough. About 20 seconds later the witness said he heard a "mayday" call on the radio, and that the accident pilot said that his airplane's engine had ceased operating, and he was going down. The witness said that they had both been at 3,000 feet , and he heard "ATC" give the pilot a vector for Ocean Springs, Mississippi, but stated that because of the hurricane related response activities, the accident pilot could not land there. The witness stated that it was at that time that he first sighted the accident airplane, and it was at an altitude of about 800 feet. He said he saw the accident pilot divert to an open field where "track" homes were being built, observed him set up for a left downwind, and then saw the pilot "crank" the airplane around in a tight turn. He said he then realized that the accident pilot was attempting to avoid power lines. The witness said he saw the airplane hit the ground in a spin, left nose down, and coming to an immediate stop. On September 14, 2005, an FAA inspector responded to the accident scene and conducted a postcrash examination. According to the inspector, shortly after the accident occurred, a representative with Ferguson-Harbour Incorporated, an environmental company, was on hand and defueled the accident airplane due to the potential safety hazard, removing about 10 to 15 gallons of fuel from the right wing. There was no fuel in the left wing. The inspector further stated that the fuel selector had been set to the left tank position, and there was no evidence of significant fuel spillage at the scene. On September 19, and 20, 2005, the FAA inspector along with technical representatives from Cessna Aircraft Company, and Textron Lycoming Engines, performed detailed examinations of the airplane and its systems. The detailed examination of the fuel selector valve revealed that it had been set to the left position. No other significant preaccident anomalies were noted to exist with the airplane or any of its systems.
The pilot's mismanagement of available fuel and continued operation with the fuel selector set to the left tank position, which resulted in fuel starvation and subsequent loss of engine power.
Source: NTSB Aviation Accident Database
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