History of the Flight
The pilot arrived at the Centre École de Parachutisme Sportif de l’Ariège at Pamiers Les Pujols aerodrome in the afternoon to conduct parachute drop flights. He calculated sufficient fuel for three rotations. After the first three, the jump coordinator requested one or two extra rotations, so the pilot added fuel. He then performed a fourth rotation, landed, and shut down the engine. During start-up for the final rotation to 4,000 m, the amber low fuel level indicator lights for each tank illuminated. The pilot believed he had 85 litres in the right tank and 29 litres in the left tank and continued the start-up.
A female passenger who intended to accompany the jumpers without jumping due to neck problems sat in the seat back-to-back with the pilot and fastened her seatbelt. During climb, the pilot noticed fuel gauges near minimum. He initially planned to drop at 3,000 m but continued to the planned height. At 3,800 m, the red low fuel level indicator for the feeder tank illuminated. He instructed the 18 parachutists to jump quickly, completing the drop in about one minute.
The pilot began descent with reduced engine power and turned north to avoid landing parachutists. Attempting to increase power failed; the engine shut down due to fuel exhaustion. At about 500 m on base leg, he configured for landing with flaps at the third detent. He chose not to feather the propeller. On final, realizing he was low on the glide path, he fully retracted flaps to reduce drag. The aircraft immediately sank; he raised the nose to compensate. The aircraft touched down in a grass field before runway 27 threshold, bounced, ran several dozen meters, crossed a grove, and came to a stop in a ditch.
Additional Information
The 64-year-old pilot held a PPL(A) with SET, PC6 SET, SEP, and FI ratings, with 5,744 total flight hours, 43.5 hours in the last three months (10.7 on type). During the partial refueling, he added 100 litres, estimating it sufficient for two rotations. He stated he misjudged the required fuel quantity. The exact fuel quantity at departure could not be determined.
Meteorological conditions: surface wind from 300° at 11 kt, visibility >10 km, scattered cumulus at 4,000 ft and cirrus at 25,000 ft, temperature 19°C, QNH 1020.
The aircraft, a Cessna 208B, was equipped with two independent wing tanks total capacity 1,270 l (13 l unusable) feeding a feeder tank. Each tank had a pointer gauge. Amber low-level lights illuminate when ≤95 l per tank; the red feeder tank light illuminates at 6.5 l remaining.
Operator procedures required pre-flight fuel calculation: taxi + consumption + 30-minute final reserve + additional. For this flight, estimated minimum was 403 lb (227 l). Operator instructions mandated never taking off with less than one hour (190 l) and checking gauges before each takeoff.
The flight manual specified feathering the propeller during forced landing without power and retracting flaps above 100 kt.
Conclusions
The scenario: Prior to the penultimate rotation, the pilot added fuel he thought sufficient for two rotations. Amber low-level lights likely illuminated at the end of the penultimate rotation and again during start-up for the final rotation. During climb, the pilot noted low fuel. He continued to 4,000 m. At 3,800 m, the red feeder tank light illuminated. After the drop, the engine shut down. The pilot did not feather the propeller, causing additional drag. On final, flap retraction caused loss of lift, leading to touchdown before the runway.
The investigation determined that the decision to proceed despite low fuel indicators, the failure to feather the propeller, and the flap retraction contributed to the forced landing.