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|
Attributes | |
ACN | 1493213 |
Time | |
Date | 201711 |
Local Time Of Day | 1201-1800 |
Place | |
Locale Reference | ZZZ.Airport |
State Reference | US |
Environment | |
Flight Conditions | VMC |
Light | Daylight |
Aircraft 1 | |
Make Model Name | PA-32 Cherokee Six/Lance/Saratoga/6X |
Operating Under FAR Part | Part 91 |
Flight Phase | Initial Climb |
Route In Use | Visual Approach |
Flight Plan | None |
Component | |
Aircraft Component | Engine |
Person 1 | |
Function | Pilot Not Flying Trainee |
Qualification | Flight Crew Private |
Experience | Flight Crew Last 90 Days 10 Flight Crew Total 390 Flight Crew Type 2 |
Person 2 | |
Function | Pilot Flying Instructor |
Qualification | Flight Crew Instrument Flight Crew Multiengine Flight Crew Flight Instructor Flight Crew Commercial |
Experience | Flight Crew Last 90 Days 40 Flight Crew Total 230 Flight Crew Type 1.5 |
Events | |
Anomaly | Aircraft Equipment Problem Critical Inflight Event / Encounter Fuel Issue |
Narrative:
This was only the 2nd time I've flown a cherokee six. I had checked out in the same aircraft a few days prior; but wanted more time with an instructor to familiarize myself with the avionics; autopilot; and the general 'feel' of the aircraft. The instructor who had checked me out was unavailable; so I flew with a different one. During preflight inspection; we noticed that the inboard right main tank was a bit below the tab. But; since the flight would be an hour or less; since the tip tanks were better than half full; and since the poh says to deplete the mains before the tips; we proceeded without additional fuel. During the flight; we switched from the left main to the right main. And; the gauges never indicated that we were flirting with the line. After 15-20 minutes of casual flying in the practice area; we entered the pattern at ZZZ for some touch-n-goes. My instructor explained the landing characteristics of the aircraft and I suggested he perform the first landing. At that time (on our base leg); he became the pilot flying. After landing on runway xx; he applied full power for the touch-n-go. After rotation; at maybe 100 or 200 feet AGL; the engine sputtered. It was clear we didn't have enough runway to land straight ahead; so he left everything at the firewall to get as much altitude as possible in case the engine failed. While the instructor flew; I radioed the tower; notified them of our engine roughness; and asked for an immediate left turn to the intersecting runway yy. By the time we were on our base to runway yy; we had no power. But; we had plenty of altitude and the runway made. The instructor landed without incident and we coasted to a hold short line just off of runway yy. The aircraft had to be towed off the taxiway. Upon inspection; it became clear that the right inboard main tank was almost dry. Clearly; we should have been more concerned about the low tanks before we took off. They didn't look dangerously low and the flight was planned for short duration. But; we obviously erred. This was also a good reminder never to put too much trust in steam fuel gauges.
Original NASA ASRS Text
Title: PA32 pilot and flight instructor reported a loss of power and return to the airport apparently due to fuel starvation.
Narrative: This was only the 2nd time I've flown a Cherokee Six. I had checked out in the same aircraft a few days prior; but wanted more time with an instructor to familiarize myself with the avionics; autopilot; and the general 'feel' of the aircraft. The instructor who had checked me out was unavailable; so I flew with a different one. During preflight inspection; we noticed that the inboard right main tank was a bit below the tab. But; since the flight would be an hour or less; since the tip tanks were better than half full; and since the POH says to deplete the mains before the tips; we proceeded without additional fuel. During the flight; we switched from the left main to the right main. And; the gauges never indicated that we were flirting with the line. After 15-20 minutes of casual flying in the practice area; we entered the pattern at ZZZ for some touch-n-goes. My instructor explained the landing characteristics of the aircraft and I suggested he perform the first landing. At that time (on our base leg); he became the pilot flying. After landing on RWY XX; he applied full power for the touch-n-go. After rotation; at maybe 100 or 200 feet AGL; the engine sputtered. It was clear we didn't have enough runway to land straight ahead; so he left everything at the firewall to get as much altitude as possible in case the engine failed. While the instructor flew; I radioed the tower; notified them of our engine roughness; and asked for an immediate left turn to the intersecting runway YY. By the time we were on our base to RWY YY; we had no power. But; we had plenty of altitude and the runway made. The instructor landed without incident and we coasted to a hold short line just off of RWY YY. The aircraft had to be towed off the taxiway. Upon inspection; it became clear that the right inboard main tank was almost dry. Clearly; we should have been more concerned about the low tanks before we took off. They didn't look dangerously low and the flight was planned for short duration. But; we obviously erred. This was also a good reminder never to put too much trust in steam fuel gauges.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.