Accident Overview
On September 17, 2020, at approximately 1810 central daylight time, a Cessna 177RG airplane, registered as N2699V, sustained substantial damage during a forced landing near Wheeling, Illinois. The pilot, who was the sole occupant, was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Sequence of Events
According to the pilot's statement, the accident occurred on the third flight of the day. At the start of the flight, the fuel flow/pressure gauge indicated 9.5 gallons of fuel remaining. The pilot initially reported to an NTSB investigator that the gauge showed 6.5 gallons, but later clarified the reading was 9.5 gallons. Approximately three minutes after takeoff, the engine experienced a partial loss of power. The pilot attempted to restore engine power but was unsuccessful. He then initiated a forced landing to a road. During the landing roll, the right wing of the airplane collided with a utility pole, resulting in substantial damage to the right wing and empennage. After the accident, the fuel flow/pressure gauge displayed 5.5 gallons.
Postaccident Examination
A postaccident engine run was conducted using the fuel that remained in the airplane. The engine operated without any anomalies. Examination of the fuel lines from the fuel filter assembly to the fuel pump, fuel pump to the fuel controller, and fuel controller to the flow divider revealed no contamination. The fuel flow transducer was also inspected and found to be functioning normally. After the engine run, one gallon of fuel was drained from the airplane, which appeared uncontaminated. Review of the airplane's type certificate data sheet indicated that the unusable fuel quantity for a Cessna 177RG is one gallon.
Fuel Flow Gauge Information
Documentation for the Electronics International Inc. FP-5 fuel flow/pressure gauge, installed in the airplane, states that the fuel remaining displayed is not a direct measurement of fuel in the tanks. Instead, it is a calculated value based on the starting fuel level programmed by the pilot minus the fuel consumed while the engine was running. The documentation emphasizes that even with verified calibration, the FP-5 should never be used as the primary indicator of fuel quantity. The pilot is advised to visually check or measure the fuel quantity in each tank before takeoff and cross-check these readings against the fuel level gauges and the FP-5. Additionally, the documentation notes that any instrument can fail and display inaccurate readings, and pilots must be able to recognize such failures and operate the aircraft safely.