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.
Narrative 1 from Student Pilot
Two flights ago in flight training my instructor had taught to keep fuel in mind and to switch tanks periodically during flight, as well as when following the checklist.
The next flight an engine failure was simulated and upon switching fuel tanks my instructor restored power to the aircraft. Both lessons were among the flight training lessons I had learned that were in mind during this flight.
I had rested well the night before, had eaten a good breakfast, was not on any medication, and all my paperwork was current.
After taking off with full fuel tanks, the plane flew normally during VOR practice and soft field landings at ZZZ1 airport and the fuel tanks were switched about every 15 minutes.
Upon returning to ZZZ, I followed the checklist and in doing so switched fuel tanks again. I then completed two landings and takeoffs.
On the third my instructor initiated another simulated engine failure abeam the numbers on downwind. I thought of the previous lessons and decided to switch fuel tanks again after establishing the glide speed and planned to land on runway X. Once I was set up to land and on final for runway X my instructor allowed me to add power as I deemed necessary. The landing was successful and since we were doing touch and goes I set up the aircraft and added power for takeoff. After successful rotation I established the initial climb.
About 50 feet above the runway surface the engine lost power. My instructor took the flight controls then and landed back on Runway X. We rolled off the runway threshold into the grass along the center line. The plane stopped before hitting the fence.
The engine was still running at idle at that point so my instructor radioed ZZZ Tower and they gave us clearance to taxi off the grass and onto the ramp, but no further.
After looking at the fuel selector switch my instructor and I determined that it was past the left fuel tank mark between it and the shutoff position. The stop that prevents pilots from going past the left fuel tank was not there.
Narrative 2 from Instructor
I was the instructor giving instruction on a training flight to a student in a Piper PA-28 owned by a flying club. The student is a member in good standing with the club, and is nearing completion of his private pilot training.
We were in the process of prepping for his practical test by practicing VOR navigation, short field takeoffs and landings, and soft field takeoffs and landings. We were returning from ZZZ1 to ZZZ after practicing on a sod runway. We had entered left traffic on Runway X per ZZZ tower instructions, and were remaining in the pattern for the option. Tower had switched us to right traffic on Runway X, which is normal procedure at ZZZ.
After several touch and goes, the student applied power, initiated rotation, started the climb, and the engine lost power.
I took the controls and successfully landed on the remaining runway, but was unable to stop prior to running off the end of the runway and rolling out into the grass. Fortunately, the aircraft was able to come to a complete stop prior to the boundary fence.
In the past week leading up to this flight, I had to keep reminding the student to switch fuel tanks, stressing that it is most likely going to be the cause of an engine failure if he doesn’t. I had the opportunity to reinforce that during another subsequent flight prior to this one.
He was in the habit of not utilizing the checklist — not sure why, as it is something I mention on every flight. Today’s flight, I again had to remind him when to use the descent and before landing checklists, both of which call to verify that fuel is on the fullest tank.
We have previously discussed having a designated time to switch tanks on numerous occasions. For some reason, he has never accepted any of the instruction I have been giving him. Perhaps now he will.
I noticed he was very busy on final this last trip around, and it appeared at this time he was switching tanks. I have never instructed him to switch tanks on final before. For some reason, he continues to do things in the airplane that were not taught, or are in direct opposition to what was being taught. Most of them are minor, but fuel is something I’m very passionate about having on board.
After the landing was completed, I looked over at the fuel selector valve, which is hidden from my view in the right seat. “Right” is at the 3 o’clock position with the plastic frame to guard it from going further. “Left” is at the 12 o’clock position with the spring loaded stopper at the 6 o’clock position so you feel a “click” when it is in the detent. Off is at the 9 o’clock position, requiring the stop button to be depressed before it can be selected. It was evident the stop button had broken off at some point. When I examined the physical position of the selector switch, it was at the 10-11 o’clock position. Not fully Off, not fully Left.
An engine run performed by us after being towed back to the FBO ramp verified the engine ran fine. That’s when we discussed the broken fuel selector valve.
As the instructor, I monitor my student’s preflight actions, but never really perform the preflight myself to verify the student’s actions unless I notice they miss something. I have no reason to doubt my student did anything wrong during the preflight. During the debrief, we reviewed the importance of a thorough preflight and proper maintenance.
We also performed an engine run per maintenance’s request. There was nothing noted on engine performance, but while switching the fuel tanks, it was discovered that there was no “click” when the Left tank was selected.
My student may have felt a need to hurry things along with his training since he is leaving the area at the end of this semester. Perhaps some basic knowledge was missed, he may have been stressed with school coming to a close, or any number of things that distracted him from truly paying attention to flying.
I believe with the debrief we had, my student will now pay attention to appropriate times to switch fuel tanks rather than being so focused on one thing at a time.
Primary Problem: Human Factors
ACN: 1806926
Instructor beats switching tanks into student’s head. Student switching every 15 minutes? Switching tanks on downwind (per student) or final (per instructor)?
Instructor notices student switching tanks on final and doesn’t say anything?
I was always instructed to switch on the ground or in cruise and give it a few minutes before doing anything else.
This report was very troubling for me and the instructor takes no responsibility, waits till something goes very wrong and states, “well i hope he listens to me now”
“We have previously discussed having a designated time to switch tanks on numerous occasions. For some reason, he has never accepted any of the instruction I have been giving him. Perhaps now he will.”
I hope he will, too.
However, I also hope that doesn’t translate into sticking to a rote “…switch tanks every 15 minutes” without doing it in the proper context.
Conflicting accounts on several points. The student wrote that he WAS using the checklists. And the CFI doesn’t mention setting up the simulated engine failure abeam the numbers. THAT’s probably why the student was extra busy on his landing approach.
Seems like the CFI is throwing the student under the bus.
It could be they wore out the selector valve by all the frequent switching they were doing. I’m not familiar with that particular plane, but every 15 minutes seems excessive.
Gotta watch students like a hawk … maybe this “CFI” was just daydreaming about a career in the airlines …
I agree the instructor needs improvement as well.
Or perhaps these instructors are wearing the students out with monkey see, monkey do rote learning switching tanks every 15 minutes, much less in the pattern.
Broken fuel selector should have been detected and repaired. Detected by the CFI on preflight before or with student. Flying club A&P should have on 100 hour.
PA28 selector is in a terrible location accessible only from the left seat.
Yes – I include a check of any fuel selector (moving it to all positions) similar to checking controls and trim. It’s not easy for the CFI in flight to visually check the fuel selector position in that model but it can be done.
Perhaps this student should take up something else it they do not heed this wake up call. Their lacksidazical attitude will get them killed or worse, someone else will be.
CFI is lacking thus student needs better instructor.
I had an instructor like this, one flight was enough and I moved on to a new instructor.
I don’t believe that any checklist indicates to change tanks every 15 minutes.
“I have no reason to doubt my student did anything wrong…”
Huh?
I think he is exonerating the student from being the responsible party for breaking the fuel selector.
Best defense is a good offense.