This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
While flying from ZZZ to ZZZ1, a seven-mile flight at 700 feet, I attempted to change fuel tanks from left to right. While passing the off position the valve stuck in the off position. It would not budge.
The engine on my Mooney M-20 E Super 21 quit and I made an uneventful landing in a pasture. The pasture was smooth so the aircraft was fine.
I found a #8 PK sheet metal screw was lodged under the handle while trying to change tanks. I dislodged the screw and flew the aircraft out of the pasture.
The fuel selector in this model of Mooney is located on the floor under the pilot’s legs. It is difficult to reach.
Also, the valve handle is in a recessed plastic fixture that allows things like this screw to collect.
Primary Problem: Human Factors
ACN: 1840997
And then there are those of who fly high-wing aircraft that has a ‘both’ position on the fuel selector, so no need to switch tanks..!!
Also, my Cessna has gravity feed to the carb, so there’s no fuel pump to fail….
[ simple is reliable ].
I change tanks only in cruise flight in level flight and as much open country as possible. I keep my hand on the selector in case of a fuel problem. Ready to switch back as needed.
I keep the fuel selector off when in the hangar. This forces you to rotate it.
That’s what’s frustrating with ASRS reports–lots more lessons learned if details were provided & we could debate the “why’s”….
Why change tanks?
M20E Super 21 POH/Checklist: “Landing Procedure…. 1). Fuel Selector on Fullest Tank”
Why 700’AGL?
Seven mile flight? Maybe he was already on a 2-mile final for a straight-in at ZZZ1.
Why did he not discover the screw earlier?
In a hurry? Complete cockpit “systems” and FOD check during preflight?
18,000-hour ATP w/3,800 hours in this plane: Maybe too familiar, complacent, &/or old habits die hard?
I learned – – – early – – – in A&P school that every fastener removed in the cabin needs to be accounted for. We spent a good bit of quality time making sure.
never mess w operating equip
freq fuel tank swapping increases failure rate
During preflight was the fuel selector checked for full range and feel?
Where did the screw come from?? What else was about to fail?
Changing tanks at 700′ AGL. Why?
Yes,? And why flying so low when the pattern altitude is 1,000 agl.,
Oh, and maybe climb a bit higher in case you make the engine quit.?
Maybe he wanted to stay in Class G airspace for some reason, likely to avoid using the radio.