Pilot’s IGNORANCE | Fuel EXHAUSTION leads to crash with ZERO FUEL in Tank
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- เผยแพร่เมื่อ 25 พ.ย. 2024
- #atc #aircrash #aviation
Originally the pilot was going to depart earlier on the day of the accident and had planned to stop enroute to his destination for more fuel. After receiving a weather briefing, he decided to delay his departure until later that evening due to the possibility of thunderstorms being present in the vicinity of his destination airport at his planned time of arrival.
Prior to departure that evening, he had the fuel tanks filled to capacity. During the flight, and despite his previous flight planning, he did not stop for more fuel. When he was approximately 64 miles from his destination, the pilot noticed that his fuel gauges were indicating that he had less fuel than he anticipated.
Upon arrival at his destination, he flew an instrument approach and advised the air traffic controller that he was low on fuel. Due to the visibility, he was unable to see the runway environment and executed a missed approach.
He was then instructed by the air traffic controller to climb to 2,000 feet mean sea level (msl). During the climb, the engine lost power and the airplane began to descend, but the pilot was able to restart the engine. He then began climbing back up to 2,000 feet msl; however, the engine lost power again.
The airplane once again began to descend, but this time the pilot was unable to restart the engine. The airplane then struck trees and came to rest after falling approximately 20 feet to the ground. Total duration of the flight was approximately 4 hours and 43 minutes.
Postaccident examination of the airplane revealed that the firewall and left wing were substantially damaged and both fuel tanks were absent of fuel. There was no evidence of any preimpact mechanical failure or malfunction of the airplane or engine. Correlation of radar and weather data revealed that the pilot would have encountered a headwind for the majority of the flight. When asked by a state trooper how the accident occurred, the pilot advised him that he had run out of fuel.
Probable Cause and Findings
Postaccident examination of the airplane revealed that the firewall and left wing were substantially damaged and both fuel tanks were absent of fuel. There was no evidence of any preimpact mechanical failure or malfunction of the airplane or engine. Correlation of radar and weather data revealed that the pilot would have encountered a headwind for the majority of the flight. When asked by a state trooper how the accident occurred, the pilot advised him that he had run out of fuel.
Probable Cause:
The pilot's inadequate preflight planning and fuel management, which resulted in a total loss of engine power due to fuel exhaustion.
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When you see these, you can either think, "boy, he's an idiot" or you can look at what kind of things you can learn. He was under pressure to avoid weather which clouded his judgement about fuel. He probably had some sort of minimum fuel when he started out, but, when he encountered unexpected headwinds, didn't rethink his plans. A 45 minute reserve can be rapidly used up by headwinds and a couple of loops around the airport. You can tell he wasn't too experienced by his indecisiveness about which approach to take, so this unfamiliarity undoubtedly clouded his ability to rethink diverting enroute or even being aware of his rapidly diminishing fuel supply. One lesson learned is to be more rigorous about go-no-go decisions and, for the less experienced, having alternative airports already researched and the approaches in hand before getting in the airplane. Its much easier to think on the ground than it is in the air.
Not just 45 minutes. It's fly to destination, go missed, fly to alternate, THEN have 45 minutes of cruise reserve. There will always be things you cannot control, but having sufficient fuel is not one of those. Apps like Foreflight take into account winds, then make that 45 minutes one hour.
You gotta keep enough fuel onboard to keep the pilot cool. Because when the fan stops turning the pilot starts sweating, IMMEDIATELY!
The main issue here was his inability to correctly fly the VOR approach to 25. If he had nailed that then he would have landed on first approach and not end up flying around all over the place with no fuel.
When UPS 1234 retires from flying, he needs to become a rodeo announcer!
Woest nightmare. Going missed with minimum fuel in IMC
At least the pilot didn’t go to pieces.
6:00 "You said your engine is out? Well, continue your climb anyway. The laws of physics be damned."
Wow, glad he’s ok 👍🏼
Here in Florida every few years, we have, sorry, a Darwin Award winner.
A pilot who wants to save $50 or so by not refueling in the Bahamas.
Then runs out of fuel just off the U.S. shore,
...or after clearing customs at his non-home airport, crashes into a warehouse park off the departure end of the field.
Am a non aviator, and have never run out of gas on anything but my lawnmower. I would think that gas in a plane to KEEP IT FLYING would be about as basic as it gets. But hey I am not an aviator so what do I know.
You know a lot more sir than the unfortunate aviator in this video.
Everyone in the comment section has never run out of fuel inflight.
@wcolby Correct as I was taught by the very best..
UPS still trying to land ?
Yeah
I'm willing to bet that he doesn't do that again !
I do not understand why pilots fly places with min fuel.
I always look at GPS ground speed. This takes into consideration the headwind problem automatically. Then do the simple fuel calculations. Surely a pilot should know his/her approximate gallons per hour, especially if he/she owns the plane? This is simple stuff here, no excuses.
subtitles aren't correct in multiple places throughout the video
Great video
I wish there was an IQ test for ALL licenses issued!
Poor guy can’t fly/navigate in IMC conditions. Obviously the fuel decision was critical but additionally he should have immediately requested the ILS approach instead of a VOR approach in those conditions.
No S/E IFR w/0 VFR below👨✈️
He killed his career
I actually feel a lot more frustrated at the ATC in this one. Not being funny but as much as the pilot made poor decisions, WTH was up with this ATC? Guy sounded like he was stoned, the slow rate at which he talked and all the ‘uhhhhhh’ and long silent pauses while he was still keyed up, was really irritating to say the least. There will have been some information he didn’t get because the Warrior pilot couldn’t get a word in, especially when ATC started having a long conversation with UPS too. He knew he had a plane in desperate need, so why he’s not prioritising it I don’t know. Sounded like he was more preoccupied with slating the Warrior pilot to UPS.
It also dumbfounded me when the ATC who was clearly talking to someone else on the radio after the Warrior went down, said “Uhhhh…. Fuel was not declared….. minimum fuel was not declared as an emergency.” I don’t know if the ATC was trying to cover his ass because by now he knew it was down and hadn’t done everything he could have to helped the pilot, or he was panicking it was down and blanked the previous comms, but not only did the Warrior pilot declare “Critical Fuel” which is ALWAYS an emergency, but the ATC even told the UPS pilot the Warrior was critical fuel. Meanwhile he’s saying that while having a long chat with UPS as well as making the poor guy in the Warrior circle the airport because he’s not paying attention to vectoring him in and too distracted by the UPS plane in it’s comfortable, standard hold with plenty of fuel.
ATC got his priorities backwards. The pilot made mistakes for sure, he also sounded a bit inexperienced perhaps he was not long qualified…. But ATC didn’t help him. He made him fly further, wasting what fuel was left. If he’d concentrated on the Warrior, he might have been able to vector him in first time round having caught the first deviation in time.
Another reason I think the ATC was for some reason oblivious to the severity, is in the fact that he asked the Warrior several times to climb to 2000 AFTER the Warrior declared engine was out.
Either I missed the memo that gravity was switched off that day, or the ATC didn’t have a clue.
Pilot actually did good landing safely on a road. Much harder and riskier job to do than landing on a runway.
You're the true definition of Karen!!!
Good thing you weren't on frequency, nobody would have gotten a single word in!
ATC didn't take off with insufficient fuel, ATC didn't completely blow the approach, ATC didn't fail to declare an emergency, and ATC didn't turn the gravity up to 11 that day. It sounds like your idea of an ideal controller is for him to learn to fly 737s and sell the bad pilots seats on it.
July 26 2011
Sucks to be him, next time Captain Darwin should try planning ahead.