Payson, AZ, USA
N2111P
Piper PA-28-161
The airplane impacted trees and terrain after experiencing a total loss of engine power during a night cross-country flight. The pilot notified air traffic control that he believed he had run his fuel tanks dry and was going to make a precautionary landing at a nearby airport. About 12 miles north of the diversion airport the airplane began to lose power, and every attempt to regain power failed. After the total loss of engine power the pilot maneuvered for an emergency landing but was unable to reach the airfield. Information obtained during the investigation revealed the pilot had flown non-stop from Prescott, Arizona, to Odessa, Texas, in 5.3 hours and used 45.3 gallons, for an approximate fuel burn rate of 8.56 gallons per hour (gph). The accident occurred on the return leg of the flight, also planned by the pilot as a nonstop from Odessa to Prescott. According to flight records and the Hobbs hour meter, the accident flight lasted 5.7 hours. With the 8.56 gph fuel burn, the pilot flew the airplane beyond its usable fuel level of 48 gallons. The pilot said there were no preimpact mechanical malfunctions or failures.
On November 7, 2005, about 0230 mountain standard time, a Piper PA-28-161, N2111P, impacted trees and terrain near Payson, Arizona. Skyschool, Inc., was operating the airplane under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, was not injured; the airplane was substantially damaged. The cross-country personal flight departed Odessa, Texas, about 2145 on the evening of the 6th with a planned destination of Prescott, Arizona. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 34 degrees 15 minutes north latitude and 111 degrees 20 minutes west longitude. In a written statement to the National Transportation Safety Board, the pilot stated that he was returning from a personal cross-country flight to Texas. About 1 hour west of St. Johns VOR (very high frequency omni-directional radio), the pilot climbed to 12,000 feet to try and reach the Drake VOR, but was unable to receive a signal and descended down to his original cruising altitude of 10,500 feet. During this maneuver the pilot noted the fuel gauges showed 5 gallons in each tank. The pilot also noted his suction indication warning light illuminated. He notified Albuquerque Air Route Traffic Control Center (ABQ ARTCC) that he was going to make a precautionary landing at Payson Airport, Payson, Arizona. About 12 miles north of the airport the airplane began to lose partial power, and every attempt to regain full power failed. After a total loss of engine power the pilot maneuvered for an emergency landing but was unable to reach the airport. Shortly before impacting terrain, the pilot heard what sounded to him like trees striking the underside of the fuselage. After the impact he notified ABQ ARTCC of his location and his personal status, and then exited the aircraft through the side window. According to the flight school, the last annual inspection was completed in June 2005. The flight school also performs 50-hour inspections. The last 50-hour inspection was completed on August 24, 2005. The pilot stated that the airplane and engine had no mechanical failures or malfunctions prior to the accident. The Federal Aviation Administration (FAA) accident coordinator interviewed the pilot and made a copy of the pilot's logbook shortly after the accident. In the "remarks" section of the log for the flight from Prescott to Odessa, the pilot noted the following: "Almost out of fuel - 3 Gals left!!" The flight lasted 5.3 hours, and consumed 45.4 gallons, giving the airplane a fuel burn rate of 8.56 gallons per hour. Using the Hobbs meter time supplied by the pilot and operator, the airplane had been flying for 5.7 hours from Odessa to the point of impact. At a rate of 8.56 gallon per hour, a flight lasting 5.7 hours would have consumed about 48.5 gallons, exceeding the airplane manufacturer's approved pilot's operating handbook usable fuel capacity of 48 gallons. The FAA inspector also reviewed a copy of the radio transmission recordings from ABQ ARTCC the night of the accident. After the second loss of power, the pilot told the controller: "I think my tanks are dry."
a loss of engine power due to fuel exhaustion, which was caused by the pilot's inadequate preflight and in-flight planning, his inadequate fuel consumption calculations, and his failure to divert to an alternate airport before the fuel situation became critical.
Source: NTSB Aviation Accident Database
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