Event CHI98LA252

Factual narrative

On July 15, 1998, at 0130 central daylight time, a Piper PA28-151, N1473X, piloted by a private pilot, received substantial damage on impact terrain after an in-flight collision with a pole during a precautionary landing near Anthon, Iowa. The 14 CFR Part 91 personal flight was not operating on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot and passenger received serious injuries. The flight departed Ellen Church Field, near Cresco, Iowa and was returning to Columbus Municipal Airport near Columbus, Nebraska at 2350. During an interview, the pilot stated that his time enroute to Ellen Church Field was 2-1/2 hours. Upon arrival, he visually checked the fuel level in each wing tank and stated that it was "just below the tabs". He did not obtain any additional fuel. The pilot reported that his cruise altitude on return to Columbus Municipal Airport was 3500' msl, the power was set to 2300 rpm and the mixture contol was retarded 1/4". The pilot reported that the progression of his check points on return to Columbus Municipal Airport was as scheduled for approximately the first two hours, after which the flight progressed slower than planned and that the fuel gauges were now indicating 1/4 fuel in each tank. Moonlight was visible from the left side of the aircraft and lightening was visible from the right side. He also stated that he selected the right fuel tank to restart the engine since the left tank was empty and the engine stopped running. With 1/4 fuel remaining in the right tank, the pilot stated that he had only twelve minutes of fuel remaining, so he decided to look for a landing area. With thunderstorms between his location and Sioux Gateway Airport, near Sioux City, Iowa, he searched the area and decided to land on a black top road. He impacted a pole and did not want to initiate a climb because he was unsure as to the condition of his flight controls. The aircraft operator stated that the fuel level in the airplane was one inch from the top of the tank prior to the pilot-in-command's departure from the Columbus Municipal Airport. Inspection of the airplane by Federal Aviation Administration (FAA) inspectors revealed that all the fuel sump valves and the fuel caps were in the closed position. Fuel was observed to be present in the left tank. The fuel selector was selected to the left tank. The FAA also confirmed that the pilot had been briefed on convective activity for his route of flight. The pilot's logbook indicated that his last night flight was on September 20, 1997 with 0.6 hours of flight time and one night landing. During an interview, the pilot stated that his time enroute to Ellen Church Field was 2-1/2 hours. Upon arrival, he visually checked the fuel level in each wing tank and stated that it was 'just below the tabs'. He did not obtain any additional fuel. The pilot reported that his cruise altitude on return to Columbus Municipal Airport was 3500' msl, the power was set to 2300 rpm and the mixture contol was retarded 1/4'. The pilot reported that the progression of his check points on return to Columbus Municipal Airport was as scheduled for approximately the first two hours, after which the flight progressed slower than planned and that the fuel gauges were now indicating 1/4 fuel in each tank. Moonlight was visible from the left side of the aircraft and lightening was visible from the right side. He also stated that he selected the right fuel tank to restart the engine since the left tank was empty and the engine stopped running. With 1/4 fuel remaining in the right tank, the pilot stated that he had only twelve minutes of fuel remaining, so he decided to look for a landing area. With thunderstorms between his location and Sioux Gateway Airport, near Sioux City, Iowa, he searched the area and decided to land on a black top road. He impacted a pole and did not want initiate a climb because he was unsure as to the condition of his flight controls. Inspection of the airplane by Federal Aviation Administration (FAA) inspectors revealed that all the fuel sump valves and the fuel caps were in the closed position. Fuel was observed to be present in the left tank. The fuel selector was selected to the left tank. The FAA also confirmed that the pilot had been briefed on convective activity for his route of flight. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12