Cessna TU206 N756NN

Summary

On 20 September 2018 at about 20:22 local time, a Cessna TU206 registered N756NN, operated by US Department of Agriculture, was involved in an accident near Brenham, Texas, United States. 2 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

20 September 2018 at 20:22

Classification

Accident

Location

Brenham, Texas, United States

Nearest airport

Brenham Muni (11R)

Coordinates

30.3200, -96.3600

Aircraft

Cessna TU206

Registration

N756NN

Category

Airplane

Year built

1977

Operator

US Department of Agriculture

Operating rule

Public Use

Phase of flight

Not recorded

Route

San Angelo → Brenham

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR18LA271

Nobody was injured.

The pilot's improper fuel management during the landing approach, which resulted in a total loss of engine power due to fuel starvation. Contributing to the accident was his failure to follow the published emergency procedures after the loss of engine power.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

After completing a photographic mission, the pilot determined that there was adequate fuel remaining to reach his intended destination with a 45-minute reserve. During the landing approach, the engine began to lose power and the pilot switched from the left to right fuel tank, which the fuel gauges indicated had more fuel remaining; however, the engine did not respond, and shortly thereafter, the engine lost total power. The airplane impacted trees and a fence during the subsequent forced landing short of the runway. Enough fuel for about one hour of flight was drained from the right main fuel tank after the accident, but both the tip tanks and the left main tank were empty. Examination did not reveal any pre-impact anomalies with the airframe or engine that would have precluded normal operation. The pilot reported that he switched fuel tanks every hour during the flight but had failed to select the fuller tank during the landing approach as required by the manufacturer's Pilot's Operating Handbook (POH). Allowing a tank to run dry was allowable per the POH, but it required the engagement of the auxiliary fuel pump after the other tank was selected. Likewise, the emergency procedures for an engine failure in flight required the use of the auxiliary fuel pump. The pilot had correctly planned for the airplane’s fuel consumption but failed to select the fullest tank during the critical landing phase, which resulted in the loss of engine power due to fuel starvation. The pilot stated that due to the airplane’s low altitude at the time of the loss of power, he did not have time to perform any items on the emergency checklist, and as such, did not turn on the fuel pump; however, the checklist was short and of sufficient significance that it should have been automatic to the pilot. Engagement of the fuel pump would likely have restarted the engine.

Quoted verbatim from the NTSB record.