Event CEN22LA189

Factual narrative

On April 30, 2022, about 1300 central daylight time, a Raytheon Aircraft Company A36 airplane, N47JB, sustained substantial damage when it was involved in an accident near Blanket, Texas. The pilot and passenger sustained no injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that the cross-country flight departed from the Majors Airport (GVT), Greenville, Texas, and was enroute to the Brownwood Regional Airport (BWD), Brownwood, Texas, via a navigational aid in Cedar Creek, Texas. During the preflight, the pilot “visibly confirmed” that there was “just over half a tank of fuel in each tank.” He reported that this amount matched the indications on the fuel gauges, which equated to 40 gallons of fuel. He reported that he decided not to “top off” the fuel tanks for the approximate one hour and twenty-minute flight. The pilot utilized the ForeFlight app for his preflight planning and the system calculated that the engine would consume about 22 gallons total for the flight. The pilot reported that the run up, enroute portion, and the descent from cruise altitude at 8,000 ft mean sea level (msl), were normal. The pilot was not able to recall what fuel tank was selected for the taxi, run up, climb out, and enroute portion of the flight. As the airplane descended to 6,000 ft msl, he cancelled the instrument flight rules clearance. When the pilot had the destination airport in sight, the engine lost power. The pilot “immediately pulled the yoke back to best glide,” selected a grass field for the landing, and began the engine out checklist. The pilot reported that he switched fuel tanks during the engine out procedure. After he completed the checklist twice, with no success at restarting the engine, he maneuvered the airplane and performed a forced landing to the field. During the forced landing, the nose gear collapsed, and the right wing sustained substantial damage. The airplane came to rest upright, and the two occupants were able to egress from the airplane without further incident. During a postaccident examination, no fuel was found in the right fuel tank and about 5.5 gallons of fuel was found in the left fuel tank (per the airframe manufacturer, 3 gallons in each fuel tank is classified as unusable). Both fuel tanks were found intact, along with the airframe and engine fuel lines. Both fuel tank caps appeared normal and were found installed properly. There was no evidence of a fuel leak or spillage on the airframe or at the accident site. There were no odors of fuel at the accident site. The fuel tank selector was found at the right fuel tank position. The fuel line to the fuel pressure regulator and the fuel injection distribution manifold was opened and there was no visible fuel found in the line. An examination of the airplane’s maintenance records revealed no evidence of uncorrected mechanical discrepancies with the airframe and engine. The airplane did not have a fuel totalizer system or an engine monitoring system onboard, nor was it required to have either system. The pilot did not have any fueling records or receipts from the last time the airplane received fuel, as the pilot received fuel from a family member, and he fueled the airplane himself. Using the information provided by the pilot, postaccident flight planning showed the engine would have consumed 21.9 gallons total for the flight. If the pilot utilized the maximum cruise speed, the engine would have consumed 22.9 gallons total for the flight. These totals do not include the required fuel reserve amounts. The Raytheon Aircraft Company A36 Pilot’s Operating Handbook/Airplane Flight Manual discusses fuel required for flight and states in part: Plan for an ample margin of fuel for any flight. The Textron Aviation Pilot Safety and Warning Supplements discusses fuel management and states in part: It is always the responsibility of the pilot-in-command to ensure sufficient fuel is available for the planned flight. A pilot should not begin a flight without determining the fuel required and verifying its presence onboard. The pilot reported that he departed with “just over half a tank of fuel in each tank,” which matched the indications on the fuel gauges. He reported that he decided not to “top off” the fuel tanks for the flight of about one hour and twenty-minutes as he had about 40 gallons of fuel on board. The pilot reported that the takeoff and en route portions of the flight were normal. As the airplane descended to 6,000 ft above mean seal level, and with the destination airport in sight, the engine lost power. The pilot “immediately pulled the yoke back to best glide,” selected a grass field for the landing, and began the engine out checklist. The pilot reported that he switched fuel tanks during the engine out procedure. After he completed the checklist twice, with no success at restarting the engine, he maneuvered the airplane and performed a forced landing to a field. During the forced landing, the nose gear collapsed, and the right wing sustained substantial damage. During a postaccident examination, no fuel was found in the right fuel tank and about 5.5 gallons of fuel was found in the left fuel tank (per the airframe manufacturer, 3 gallons in each fuel tank is classified as unusable). Both fuel tanks were found intact, along with the airframe and engine fuel lines. Both fuel tank caps appeared normal and were found installed properly. There was no evidence of a fuel leak or spillage on the airframe or at the accident site. There were no odors of fuel at the accident site. The fuel tank selector was found at the right fuel tank position. The fuel line to the fuel pressure regulator and the fuel injection distribution manifold was opened and there was no visible fuel found in the line. The investigation could not determine the amount of fuel onboard before the accident flight. Based on the available evidence, it is likely the engine lost power due to the low level of fuel available in the right fuel tank due to the pilot’s improper fuel management. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• — Personnel issues-Task performance-Planning/preparation-Fuel planning-Pilot
• — Aircraft-Fluids/misc hardware-Fluids-Fuel-Fluid level
• — Aircraft-Fluids/misc hardware-Fluids-Fuel-Fluid management