Bear Branch, KY, USA
N216CB
BREWER JAMES M KR2
Before departure, the pilot/owner filled the fuel tank, adding 1 to 2 gallons of fuel. He expected a flight duration of about 2.5 hours and wanted to land at the destination airport before dark. The departure was delayed about 15 to 20 minutes due to a problem at the fuel facility. Because of the departure delay, the pilot kept the engine rpm at a higher setting and leaned the fuel-air mixture during the climb. During cruise flight, he leaned the fuel-to-air mixture using the onboard exhaust gas temperature gauge, then slightly enriched the mixture. He reported that the fuel quantity indicator installed on the instrument panel was working but that he was not entirely clear at what level the gauge indicated empty. While the pilot was in communication with Indianapolis Air Route Traffic Control Center (ARTCC) and about 20 minutes from his destination airport, the engine suddenly quit. He checked the onboard GPS for the nearest airport, which was about 22 miles away. He declared an emergency with Indianapolis ARTCC and looked for a place to land, first noting a four-lane road with some traffic then observing a side road without traffic. He maneuvered the airplane for a forced landing on the side road and sideslipped the airplane. When committed for landing, he fully deployed the speedbrake because the airplane was high and fast. Before touchdown, he straightened the airplane and maneuvered to the right to avoid pedestrians on the left side of the road. While traveling about 20 to 30 mph, the right wingtip collided with a guy wire. The airplane veered to the right and the left main landing gear hit the road and a washout ditch, causing the gear to separate. The airplane slid, and the leading edge of a wing was damaged. During recovery of the airplane, no remaining fuel was observed in the fuel tank. The pilot considered whether fuel leaked from the fuel strainer or fuel cap but reported that he did not see evidence of a leak. He stated that he believed the airplane’s fuel capacity was 15 gallons, which he used for his preflight planning; however, he noted postaccident that the fuel cap indicated a fuel capacity of 13 gallons. Given that there was less fuel on board than the pilot believed, the higher-than-normal engine rpm setting during the climb, and the lack of fuel postaccident, the evidence is consistent with exhaustion of the airplane’s fuel supply.
The pilot stated that the intended flight duration was about 2.5 hours, and he wanted to land at his destination airport before dark because there are no runway lights at the airport which he believed would be dark at about 1830. The departure was delayed about 15 to 20 minutes, due to a problem at the fuel facility. The flight departed with a full fuel tank, which he thought held 15.0 gallons but actually held 13.0 gallons, and during the climb he kept the engine rpm at a higher setting because of the departure delay. He leaned the fuel to air ratio during climb, and during cruise flight, he leaned the fuel to air ratio using the on-board exhaust gas temperature (EGT) gauge to 1,400 degrees Fahrenheit, then slightly en richened the mixture. He reported that the fuel quantity indicator (sight tube) installed on the instrument panel was working; however, he was not entirely clear at what level the gauge indicated empty. While talking with Indianapolis Air Route Traffic Control Center (Indianapolis ARTCC), about 20 minutes from his destination airport, the engine suddenly quit. He queried the on-board GPS and looked for the nearest airport, which was Hazard, Kentucky, located about 22 miles away. He declared an emergency with Indianapolis ARTCC, and looked around for a place to land, noting there was a four lane road ahead. Also, Indianapolis ARTCC asked him his intentions. He advised the controller that he intended on landing on a road, orbiting the area 2 to 3 times while descending, and about 4,000 feet, he saw traffic was heavier than he hoped for on the four lane road, but saw a side road off the four lane road with no traffic. He maneuvered the airplane for a forced landing on the side road, and side slipped the airplane. Before touchdown when fully committed for landing, he fully deployed the “belly board” or speedbrake. He reported that the flight was high and fast. Before touchdown he straightened the airplane and saw kids walking with their backs to him on the left side of the road. He intentionally maneuvered the airplane to the right to avoid the kids, travelled past them, and while travelling about 20 to 30 mph, the right wingtip collided with a guy wire. The airplane veered to the right and the left main landing gear hit the road and washout ditch causing the left main landing gear to separate. The airplane slid, and the leading edge of a wing was damaged. During recovery of the airplane there was no fuel remaining in the fuel tank. He also stated that the airplane does have wing mounted fuel tanks which are not plumbed into the airplane’s fuel supply system. Additionally, he thought about whether there had been fuel leakage from the fuel strainer or fuel cap but reported he did not see evidence of blue stain from the dye used in 100LL fuel.
The pilot’s improper preflight planning, which resulted in a total loss of engine power due to fuel exhaustion. Contributing to the fuel exhaustion was the pilot’s lack of knowledge about the airplane’s total fuel capacity and fuel quantity instrumentation.
Source: NTSB Aviation Accident Database
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