Was looking for a NTSB synopsis on a Super Cub that went down in Nashville, and found this. Kinda close to home for some of us NW guys.

http://www.ntsb.gov/ntsb/brief.asp?ev_i ... 0552&key=1

Z

PS: I don't want to bring the morale down around here, but this forum may be a way for us to learn something by sharing knowledge. I've always thought that reviewing accident and incident reports is a good way to learn from the mistakes of others so that their loss can serve a purpose.

Tailnumber search shows owner as Shawn Hood-Meadors of Great Falls Montana. Anyone know him/her?
I didn't hear anything about this on the Seattle TV news at the time, kinda unusual.

Eric

Just because there wasn't any fuel in the tanks dosen't mean he ran out of gas. Notice the wings were seperated from the plane, the fuel could have run out on the ground. Fuel computers are an amazing invention, I have one in my 180 and it is so good I am starting to trust it. I know that is dangerous

For the sake of passing on a close call so that someone else may avoid this, I will throw in with Jr with my close call on fuel. When I first bought the Maule, there were a number of things that required upgrades. namely the old fuel selector valve. Left or right not both. I was coming home from the ocean after dusk and passed over HQM and thought about fuel (mistake number one) I felt that I should hurry home because I didn't want to get to the field too long after dark. (Dark is dark, what's a few minutes! Mistake number two) It was to be my first landing at our field in this plane in the dark, we have very low intensity lights and I was very aprehensive. No moon and a moderate haze was forming on the East side of the Olympics. The Canal was below me and the few if any refference lights in my immediate area were very dim. I was completely focused on my dead reckoning (mistake number three) when the engine hitched and died. The speed at which the mind can work is stunning. In the space of a couple of seconds, several things happened; Where to land, nothing but dark water and timber, switch tanks and hit the boost pump and trim for best glide. A sound I hope to never hear again is how loud the wind noise is on its own. While it seemed like an eternity,I was amazed at how loud the boost pump was & the windmilling engine caught and picked up where it had left off. Half an hour later I got to try my hand with the night landing I had been concerned about. I hadn't anticipated having rubber legs. The full weight of my situation did not come to a head until I was on the ground and had time to think about it. Light weight is great to fly around with, but I will never play the fuel game again. Keep 'em full.

Kurt,

I think I'm gonna have to do that fuel selector upgrade soon. I've unported a tank close to the ground more times than I care to mention. I've gotten pretty quick at the tank switch boost pump shuffle. I've since become much more careful to have the wing up tank selected when I'm in the pattern. I'm still a little leery of the valve with the both tanks position. I prefer the more precise fuel management the left/right selector makes me do (until the tank unports ).

Ran a tank dry about a thousand feet over the water over the San Juan Islands once - that was an eye opener, and an error I will not repeat.

"Good judgement comes from experience; experience comes from bad judgement"
- Unknown quote taken from the log book of Ben Hurtig, USMC Ret.

Am told that carbon monoxide may have played a role in this accident. The pilot was an exceptional fellow who worked at AeroMaintenance at Pearson Airpark/Vancouver WA. Am anxious to see what the final NTSB report says.