Sequence of Events
The accident occurred on June 30, 1999, during an instructional flight. According to the certified flight instructor (CFI) and the pilot receiving instruction (PRI), the engine began running rough while the airplane was climbing through 4,500 feet mean sea level. The CFI applied carburetor heat, which temporarily smoothed the engine for a few seconds before it quit completely. The pilot and instructor executed the engine-out checklist in an attempt to restart the engine, but neither initially considered fuel exhaustion. The right fuel gauge indicated empty, while the left gauge showed between half and two-thirds full.
The PRI selected a field for a forced landing and maneuvered toward it. The CFI, dissatisfied with the field, redirected toward a road. Both were aware of wires crossing the road and running parallel to it. The PRI relinquished control to the CFI, who attempted to maneuver the airplane between the wires. During this maneuver, the right wingtip struck the wires, deflecting the airplane to the right. The right wingtip then hit a pine tree, and the airplane struck the ground, collapsing both the nose and main landing gear.
Post-Accident Findings
Post-accident examination of the fuel system revealed no fuel in the right fuel tank. Removal of the left wing tank inspection panel showed approximately one pint of fuel present. Both fuel caps were securely fastened, and the fuel tanks maintained structural integrity with no evidence of fuel venting overboard. Fuel was found in the fuel strainer and in the engine fuel line down to just above the strainer. The CFI confirmed that no fuel was present in the tanks.
The CFI reported that the PRI had preflighted the fuel system by dipping a finger into the fuel cell and subsequently using a dipstick provided in the airplane for a more accurate assessment. The PRI stated that after checking the tanks, he informed the CFI that the airplane was topped off, but the CFI did not independently verify the fuel quantity. After the accident, the CFI learned that the PRI had used a dipstick supplied by Asheville Jet Center, which was later determined to be the wrong dipstick.
According to the FAA inspector, the airplane was last refueled by Asheville Jet Center on June 26, 1999. A renter who flew the airplane for 6.5 hours on June 27, 1999, stated that he added 10 gallons of fuel. Asheville Jet Center reported that they had no record of the airplane being refueled between June 27 and the accident flight on June 30. The CFI also noted that before takeoff, he observed the fuel gauges indicating between one-third and full.