Accident Overview
On May 8, 2012, at about 1045 mountain daylight time, a Cessna 177A, registration N28WF, was substantially damaged when it impacted terrain while maneuvering at low altitude near Hidden Splendor Airfield (U660; elevation 4,821 feet), Hanksville, Utah. The commercial pilot and his passenger received minor injuries. The airplane was operated by AME High LLC under 14 Code of Federal Regulations Part 91. No flight plan had been filed for the local flight, which originated from Spanish Fork, Utah, about 1 hour before the accident. Visual meteorological conditions prevailed.
Sequence of Events
Approximately 1 hour into the flight, the pilot made a low pass over a remote airstrip, descending to about 25 feet above ground level and then applying power to climb back to cruise altitude. The engine responded normally. However, about 15 seconds later, as the pilot raised the flaps, the airplane's airspeed began to slow, and it stopped climbing. The pilot pushed the yoke to lower the nose, but airspeed did not increase. With the throttle fully open and the mixture slightly leaned, the airplane began to descend. The pilot found himself in a canyon and, believing the airplane would not climb, selected an open sandy area for a forced landing.
Damage and Wreckage
During the forced landing, the nose wheel dug into the soft terrain, causing the nose landing gear to separate and the main landing gear to collapse. The airplane's fuselage was bent and wrinkled, and the bottom of the forward section was crushed and buckled. Fuel lines around the fuel selector and fuel shutoff valve were compromised.
After the pilot left the scene, hikers reported placing vice grips on one fuel line to stop a fuel leak. When the salvage team arrived several days later, they found no fuel in the left tank and 1/3 gallon in the right tank. The fuel selector was positioned on the right tank, but the fuel shutoff valve was closed. Both wings were undamaged, and the wing flaps were in the up position. The engine was separated from the airframe to facilitate recovery from the canyon floor.
Post-Accident Examination
On May 23, 2012, two Federal Aviation Administration inspectors examined the recovered wreckage. Their engine examination revealed no evidence of preimpact mechanical malfunctions or failures that would have prevented normal operation. During carburetor disassembly, no fuel was found. Disassembly of the engine-driven fuel pump showed evidence of fuel on diaphragms and check valves. Using a temperature of 60 degrees Fahrenheit, the density altitude at the accident site was calculated to be 6,000 feet. At this density altitude, the normally aspirated 150-horsepower engine would have been capable of producing 120 horsepower.
The pilot reported that at departure from Spanish Fork, the airplane had full fuel tanks, or 48 gallons of usable fuel. The manufacturer's Owner's Manual for the 1968 model indicates a fuel burn rate in cruise flight of between 8 and 9 gallons per hour.