The pilot of the Piper Saratoga was conducting a GPS instrument approach near Stafford, Virginia, with the autopilot engaged when the engine lost power. He adjusted the airplane to obtain the best-glide airspeed and tried to troubleshoot the problem, but was unable to restore engine power.
He chose to land in a nearby field because he determined that the plane could not reach the airport. The plane hit trees and a bulldozer in a construction area during the off-airport landing, seriously injuring the pilot and his passenger.
The post-accident examination revealed that the airplane had adequate fuel and that the fuel selector handle was in an intermediate position between the left- and right-tank positions.
After the floor was removed from above the fuel selector valve, it was noted that the fuel selector valve’s lever arm was in an approximate right-tank position, but that it was not seated fully in the right-tank detent position. When manipulated, the lever arm was able to be seated fully in the detent of the right-tank position. Further movement of the lever arm revealed that it moved smoothly through its entire range and that it seated fully in both detent positions.
Examination of data downloaded from the primary flight display and multifunction display revealed engine rpm and fuel flow values consistent with a final approach profile until a significant fuel flow drop occurred, which was followed six seconds later by a loss of engine rpm. The data were consistent with a loss of engine power due to the fuel selector being placed in an intermediate position during an attempted fuel tank switch.
The NTSB determined the probable cause of the accident as the pilot’s improper placement of the fuel tank selector handle during approach, which resulted in a total loss of engine power due to fuel starvation.
NTSB Identification: ERA13LA173
This March 2013 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
I know we have the GUMP check for landing but changing fuel selector valves on final approach unless absolutely necessary is a bad idea in my estimation as this accident and so many others like it prove. Fuel selector valves should be moved to another tank when on the ground or up and away prior to descent and approach where there’s time and opportunity to troubleshoot why the engine quit without accompanying shaking or vibration. Ignition is seldom ever the cause but fuel starvation is often the cause.
WATCH OUT, Piper Owners !! This event will not be good news if we don’t stay vigilant !!!
A bit over a year ago, an overzealous FSDO “Engineer” in Atlanta wrote an NPRM for this sort of issue. Because there was a crash and a subsequent NTSB report citing the selector, I guess he didn’t have anything better to do so he was wrote an NPRM expanding a long existing AD to more serial numbered airplanes because a dumb freshly minted Cessna pilot with two flights in a Piper PA28 had a problem on a landing, decided to go around (good) and then read his checklist which said to set the fuel to the fullest tank. Well, he did just that and he did exactly what this pilot did. He managed to get the fuel selector into an intermediate position and subsequently admitted that he never even looked at it. It was between tanks, not off. The airplane flamed out and was destroyed and one person was seriously injured. Fortunately, all lived.
As a PA28 owner and A&P myself and as I did the research, I determined that what the expanded AD wanted to do is fix the fuel selector ESCUTCHEON PLATE to disallow turning the fuel off. Basically, to install the “OFF” lockout escutcheon plate AD in more airplanes. The FAA engineer wanted something around 7,000 Piper PA28 owners (who’s serial numbers somehow escaped the first AD 30 years earlier) to pay around $700 to fix it so that a pilot had to use two hands to turn off the fuel … thinking THAT would fix the problem. Well, it wouldn’t have in this case. And, I additionally found out there was only 16 parts in the pipeline. When I phoned the ATL FSDO, the engineer tried to tell me that PIper would rise up to the demand. Sure … to build thousands of unneeded $700 airplane parts, wouldn’t you? Piper or its lawyers probably instigated the NPRM expansion of an existing AD that is — itself — unsafe in MY mind.
So here’s the deal. I went ballistic over it and fought the FAA’s logic and — I guess — won. I recommended that they issue an SAIB and they did just that … thank you FAA !! With THIS event, they might reconsider?
Mark Schultz’s admission — above — is substantially different AND but is also a pilot error. It’s YOUR fault, Mark. Hate to tell ya Mark, but even if your “off” lockout didn’t work, you shoulda LOOKED at the selector. Didn’t you notice it was pointing at “OFF?” BTW — the valve is NOT a ball valve. It’s an antique style petcock tapered valve … so if your airplane sucked fuel when it’s OFF … YOU STILL HAVE A PROBLEM WITH YOUR AIRPLANE AND YOUR MECHANIC SHOULD REALIZE THAT! If you can get fuel through your valve in the “OFF” position, what’re you gonna do when a fire breaks out and you WANT to shut off the fuel? See the problem. Those valves do have a design issue, some are hard to turn, but they should NEVER allow fuel through them in the O F F position.
In the first example I cite, the pilot followed a checklist item to switch to the fullest tank during a critical phase of flight when almost full fuel was aboard the airplane. In Mark’s example, he’s claiming the loose lockout safety tab (in an airplane that must have had the previous AD installed) allowed him to turn his fuel selector to off. Maybe the REAL problem here is that Mark and the pilot I cite need to start paying attention to detail as it’s nearly impossible for a fuel selector and its pointer to point at the wrong position. It points where it should … ALWAYS! Unless it breaks.
The fuel selector in these airplanes is located in an out of the way place. It demands paying attention. In MY airplane as I fly, I NEVER EVER switch fuel unless I’m OVER or near an airport. And more importantly, I NEVER EVER switch fuel during a critical phase of flight. What’s the point. MY airplane holds 50 gallons in two wing tanks. So the checklist says to switch fuel to the fuller tank. For WHAT? The ONLY reason I can think to switch tanks is if fuel isn’t flowing and a pilot determines that the selector IS pointing to a valid fuel dispensing position. THEN switch it. Otherwise .. leave the damn thing alone if you’re getting ready to take off OR close to the ground.
In Mark’s case, he switched fuel and wanted a system to do HIS job for him. WRONG! That’s HIS job. Further, in the case of the pilot I cite, the “OFF” lock would not have prevented him from finding an intermediate position. Nothing at all. He just didn’t look at the pointer. Neither did Mark.
I’m not picking on you Mark but this issue and your honest admission angers me. As a result of this new event, lots of airplane owners may have to pay lots of money for naught. Because pilots aren’t doing their jobs, or because they want a system to do their job for them, it’s possible that the FAA will once again reincarnate the AD expansion?
The only thing that both the NTSB and Mark’s admission have in common is that the pilot erred.
Mark is right … be careful. And I’m right. DO NOT SWITCH TANKS close to the ground no matter what the darn checklist says. It’s W R O N G ! And, don’t switch tanks right before takeoff, either. Give the fuel system a chance to work correctly and THEN take off when you are satisfied it’ll deliver fuel. I set MY fuel selector to the fuller tank before I start the airplane in front of my hangar. So you everyone.
Sorry to be so tough on you, Mark, but … maybe I’m saving your life?
There’s one last issue. Those valves tend to get hard to turn. If you own a Piper with a hard to turn valve, tell your mechanic and have him disassemble it per a Service Bulletin Piper has. And, in the process, replace the O rings. I’m betting Mark’s fuel selector has another problem … bad O rings.
This one is subtle. The image of the fuel selector mechanism with the floor removed is a powerful reminder that any time the selector is moved a critical step is tactile confirmation of the detent. Good job handling the emergency. Both pilot and pax survived because he never ceased ‘flying the airplane’.
Warning to Piper pilots: I had the selector go to OFF when I switched from right tank to left. I did this prior to run up and take off. The safety tab apparatus apparently was loose and faile to stop it traveling to off as I flipped it right to left.
I’m told this is a ball valve and the auxiliary pump can suck fuel through this in the off position. This is why I only noticed it when the engine stopped when I turned off the auxiliary pump after I levelled off. I immediately turned the auxiliary pump back on,assuming I had an engine driven pump failure. When the very bright mechanic saw no signs of a pump failure, he noted the fuel selector was in OFF due to the loose tab Be careful changing tanks !!!!