Accident Sequence
The pilot reported that with the owner's permission, he operated the airplane. He filled both fuel tanks on August 27 at Palm Beach County Glades Airport, then repositioned the airplane on an 18-minute flight to North Palm Beach County General Aviation Airport, where it was secured until September 12. On that date, he flew a cross-country flight lasting 1.4 hours with no fuel purchased after landing. The next day, September 13, he flew another cross-country flight of 1.8 hours, after which he added 25 gallons of fuel to each 42-gallon tank. The airplane remained overnight.
On September 14, he departed on a cross-country flight of 1.7 hours without adding fuel. For the accident flight, he reported 51 gallons of fuel on board with the fuel selector on the right tank. After climbing to 5,500 feet and about 30 minutes into the flight, he switched the selector to the left tank, noting no fuel flow and the engine quitting. Switching back to the right tank restored power. He again tried the left tank with the same result, then returned to the right tank. About 25 miles west of Okeechobee County Airport (OBE), he decided to divert. Approximately 6–7 miles west of OBE, the right tank ran dry and the engine quit again, after about 42 minutes airborne. He attempted to extract fuel from the left tank by yawing and banking without success. He maneuvered for a road landing, but at 100 feet above ground level he noticed a fence crossing the road. He touched down just short of the fence; the right wing struck the fence, veering the airplane to the right. It came to rest upright with the right main landing gear collapsed.
Post-Accident Examination
An FAA inspector examined the airplane and found no fuel in the tanks; the gascolator contained only drops. A blue stain was noted on the bottom of the left flap, which the inspector believed was old. No fuel stains on the upper wing surfaces aft of the fuel caps were observed. The left fuel tank vent line was partially plugged by a mud dauber's wasp nest at the inlet. Both fuel gauges indicated empty with electrical power applied. One propeller blade was bent from impact with a fence post; the other was undamaged. Engine examination revealed continuity of crankshaft, camshaft, and valve train. Cold differential compression tests using 80 psi as a base gave readings of 64 psi or greater for all cylinders. Magnetos operated satisfactorily and were timed at 20 degrees before top dead center (specification 22 degrees). The mechanic who maintained the airplane found no evidence of fuel tank compromise but noted the left flap stain.
Pilot Information
FAA records showed the pilot did not have a single-engine land rating on his airline transport pilot certificate. He calculated fuel consumption at 15 gallons per hour based on the Pilot's Operating Handbook. He reported that from the fuel fill to the accident flight, the airplane had been airborne 6.0 hours with 130 gallons of fuel available. He did not visually inspect the fuel tanks before the accident flight per his written statement, but later verbally stated he did. The airplane's Owner's Manual notes that range charts do not allow for wind, navigation errors, warm-up, takeoff, climb, etc., and that the fuel vent opening should be checked for stoppage during preflight.