History of Flight
On May 7, 2014, at 1107 central daylight time, a Piper PA-28-181, registration N4506W, operated by the Dayton Pilots Club, Inc., was destroyed when it collided with wooded terrain during a forced landing following a total loss of engine power on approach to Covington Municipal Airport (M04), Covington, Tennessee. The certificated private pilot was seriously injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight that departed Dayton-Wright Brothers Airport (MGY), Dayton, Ohio, about 0710 CDT. The personal flight was conducted under Title 14 Code of Federal Regulations Part 91. Air traffic control information revealed that the airplane was at an altitude of 6,000 feet and 8 miles northeast of M04 when the pilot reported the destination airport in sight and cancelled his IFR clearance. The controller then issued the airplane a frequency change to the M04 common traffic advisory frequency. No further communications were received from the accident airplane.
The airport manager stated he was monitoring the CTAF when the pilot announced he was 7.5 miles from the airport and inbound for landing. The manager recognized the pilot's voice and was aware of the pilot's plans. Approximately 2 minutes later, the pilot announced over the radio that he was "out of fuel, and putting [the airplane] down short of the airport." No further radio transmissions were received from the accident airplane.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent FAA second-class medical certificate was issued March 26, 2014. According to a review of the pilot's records, the pilot had accrued approximately 272 hours of flight experience, of which 196 hours were in the accident airplane make and model. He was issued his private pilot certificate on September 8, 2010, and his instrument rating was added on August 15, 2013.
Aircraft Information
According to FAA records, the airplane was manufactured in 1979. Its most recent annual inspection was completed December 9, 2013, at 7,945 aircraft hours. The airplane had a fuel capacity of 50 gallons, of which 48 gallons were usable. A line technician at MGY serviced the airplane with 13 gallons of aviation gasoline prior to the accident flight, which filled the tanks. Interpolation of flying club logs and aircraft fueling records revealed that the airplane consumed approximately 10 gallons of fuel per hour over the 12 flights in the month previous to the accident. The tachometer reading was 321.1 hours at the completion of the flight previous to the accident flight, and showed 325.3 hours when examined after the accident.
Meteorological Information
At 1050, weather conditions at Millington Regional Jetport (NQA), 20 miles southwest of M04, included few clouds at 2,500 feet, 10 miles visibility, winds from 180 degrees at 9 knots. Temperature was 25°C, dew point was 17°C, altimeter setting was 29.98 inches of mercury. Winds aloft at the airplane's cruising altitude of 6,000 feet were from about 225 degrees at 20 to 25 knots. The airplane maintained an approximate ground track of 225 degrees throughout the flight.
Wreckage and Impact Information
The airplane came to rest in standing water among wooded terrain. The cockpit and cabin areas were destroyed by impact and had been cut by first responders. The empennage appeared separated from the fuselage but still attached by cables. The left wing separated before the airplane came to rest, and the left main fuel tank was breached. There was no odor of fuel, no evidence of fuel in the airplane, and no evidence of fuel spillage at the scene. The Chief of Detectives stated no environmental remediation was ordered due to fuel spillage because "there was nothing to remediate."
A detailed examination confirmed continuity of the fuel system from the fuel tanks, through the fuel lines, the fuel selector, and to the fuel pump, with several breaks due to impact damage and cutting. The fuel tank fuel caps were serviceable and properly vented. Both fuel tank intake finger strainers were intact and absent of blockage or debris. The drain petcocks were intact, functioned properly, and showed no evidence of leakage or fuel staining. Both left and right fuel quantity indicating sensors were secure and free to move through their full travel range. The fuel selector valve was free to move, displayed a positive detent in all positions, and the spring-loaded lock-out function for the "off" position functioned as designed. The fuel lines from the left and right tanks were separated at the fuel valve, but the fuel line to the gascolator was intact with no evidence of blockage. The line from the gascolator to the electric fuel pump was intact and secure. The line from the electric pump to the engine-driven pump was secure at the electric pump but impact-separated from the engine-driven pump. The engine-driven fuel pump was broken and separated by impact. The gascolator and filter element were separated by impact and not recovered. No evidence of preimpact damage or deterioration of the fuel system was noted. No evidence or staining indicative of static or dynamic fuel leakage was noted anywhere in the fuel system or surrounding aircraft structure.
The engine was rotated by hand at the propeller flange; continuity was established through the powertrain and valvetrain to the accessory section. Creek water was ejected from the spark plug holes during rotation. Compression was confirmed on all cylinders using the thumb method. Intake and exhaust valve operation was confirmed. The magnetos were removed and rotated by electric drill; neither magneto sparked due to water immersion and corrosion. The carburetor was disassembled with no mechanical anomalies noted; the carburetor bowl contained several ounces of creek water. The floats were intact and moved freely; the filter screen was clear and absent of debris or blockage.
Additional Information
According to the statement prepared by the pilot's friend, the airplane departed with 48 gallons of usable fuel. The pilot told his wife that based on planned flight time and taking winds "into consideration," he should arrive with 13 gallons of fuel remaining. The friend calculated that at 65 percent power at 6,000 feet, the engine consumed approximately 8.5 gallons per hour, yielding 14 gallons remaining. The pilot filed a flight plan estimating fuel endurance of 4.8 hours and an estimated time en route of 3.1 hours.
According to the engine manufacturer, at minimum allowable fuel flow, the O-360 engine had a fuel consumption rate of slightly less than 6 gallons per hour at 45 percent of rated power to slightly less than 15 gallons per hour at 100 percent power. Operators of similar powered airplanes reported that the engine usually consumed 8.8 to 8.9 gallons per hour in a cruise configuration, which did not account for fuel used during taxi, takeoff, and climb.
The FAA Private Pilot Practical Test Standards require the examiner to ensure the pilot applicant corrects for differences between preflight groundspeed, fuel consumption, and heading calculations and those determined en route. The Pilot's Operating Handbook notes that performance charts do not account for varying degrees of pilot proficiency or mechanical deterioration, and effects of conditions not considered must be evaluated by the pilot.
The Ohio Attorney General stated that the pilot graduated from the United States Air Force Test Pilot School, was a 20-year Air Force veteran, and spent 11 years as a professional flight engineer. Representatives of the school stated that Flight Test Engineers are not trained to be navigators or fuel planners; cross-country flight planning is not taught or evaluated at the school.