According to the pilot, while flying at a low altitude, the Piper PA-18-150’s engine lost all power. In an effort to restore power, he rotated the fuel selector to what he thought was the left fuel tank while focusing his attention outside the airplane to conduct an emergency descent and landing.
During the emergency landing near Kasilof, Alaska, the airplane hit trees, sustaining substantial damage to the wings, lift struts, fuselage and right elevator.
A post-accident wreckage examination, which included an engine run, revealed no mechanical failures or malfunctions with the airplane that would have precluded normal operation.
In addition, fuel was found in the left main fuel tank, while there was no fuel in the right main fuel tank. The fuel selector was in the off position.
The pilot stated that he must have inadvertently selected the fuel selector to the off position following the loss of power.
Probable Cause: The pilot’s mismanagement of the available fuel, which resulted in a total loss of engine power due to fuel starvation.
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This March 2021 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.
One can comment a lot from the couch, but until it happens to you, I think you ought to step back and really think about the circumstances the guy was suddenly facing. Yes, agreed, that training and all that stuff is supposed to keep you from screwing up, BUT,
I’ll tell you my story. I was flying a PA-18, my son and I was going out to a private airstrip to a little gathering there, but before leaving I taxied up to the fuel pump and put some fuel into the left tank and went on to the party. While there, we discussed using auto fuel , which I had, and it’s tendency to vapor lock. We left the field and about a mile out, and about 500 feet higher than I normally fly, the engine quit. First thought vapor lock, second reaction was to turn the airplane around to head back, then look at mixture, full rich, look at fuel valve to verify it was on left tank, work the throttle some, no response, Damn fly the airplane, keep the best glide speed going here, don’t make the mistake of trying to extend the glide by pulling the nose up, cleared the trees, we are in the field but will not quite make the runway, down and ok. Then, I finally looked up at the fuel gauges in the wing roots, WHAT why is there so much gas showing in the right wing, What why is there NO gas showing in the left wing where I put all the fuel. Switched to right tank, engine started up and ran just fine. Sitting there thinking about it, I could not believe what I had just done. In fueling the airplane, I had grabbed the fuel nozzel, went to my left and fueled the tank. Facing the airplane, my LEFT is the RIGHT tank. When that engine quit, my mind was on vapor lock, I had looked at the fuel valve to verify it was on the left tank that I was positive the fuel was in, if there was any chance of pushing through the vapor lock. Yes, a mistake was made at not looking at the fuel gauges, but by that time my concentration was to get the airplane down in one piece. Now, you now know the story, but if I had crashed and died, what would the conclusion by the FAA and many critics have come up with. Yes, I made some stupid mistakes, and the reason I am telling the story, Is possibly someone else may benfit from it, and possibly make others aware that you do not know the rest of every story.
It only takes a second to see if the pointer is left, off, or right tanks. Why would anyone take off with fuel only in one tank? Hard to keep aircraft in trim! I used to fly 30 minutes on one tank, then switch to the opposite tank. I never took to flight without both tanks full or at least tab fuel depending on circumstances. Some people just don’t need to fly aircraft! Proper planning is always first.
Lot of comment and commotion over simple pilot error that’s been at hand since the begin and all the seminars in the world can’t eliminate. Not everyone should be flying.
James Madison wrote (they had airplanes back in your day? Just askin…) “Seems like most crashes last year were mechanical or pilot. Dahh…Either way you got seconds or less to respond.” My opinion. It’s ALL pilot or owner error. Airplanes aren’t your old jalopy you jump into to head to the convenience store for a six pack. If the engine stumbles or the turn signals don’t work, so what? You can always walk back home or stick your arm out the window to indicate a turn. With an airplane, however, EACH AND EVERY MECHANICAL AND ELECTRO-MECHANICAL PART MUST FUNCTION 100 PERCENT OR YOU DIE.
My pilot friend is a former commercial pilot and he checks his little airplane as diligently as he did in his commercial days as though his life depends upon it — which it does. Including engine rebuild times and keeping an eye on the expiration dates of such parts as vacuum pumps, etc. Mark will die peacefully in his sleep in his bed, not dismembered in the trees mixed with the aluminum of his airplane. GA flying is a potentially deadly hobby, not just joyride at a carnival.
Regards/J
Yes. Situational awareness – if you want to enjoy the scenery from a ‘low and slow’ perch, which significantly reduces margin for error, first check the fuel system. If in an airplane which uses the fuel pump for takeoffs and landings, consider turning on the pump also.
As many times that this happens in Pipers, it would seem that the fuel selector would have a lock to keep from going to OFF unless the lock was released. In the Cherokees (PA28s, not the PA32s) that I’ve flown, the fuel selector is by one’s left knee. And in an emergency one may not really want to be looking down to the left by their knee to make sure they didn’t bypass the LEFT tank detent. Which might also indicate another problem, the detents being excessively worn. I had to replace my fuel selector valve for that reason.
No mention of testing the fuel selector to see if the left fuel detent was worn so that one could turn through it and not recognize they had done that.
Pilot error or mechanical failure, all should be aware as it happens so be ready always keep an eye out for those emergency landing area, while abundant water below, the tundras is thick and spruce-birch alder etc. make for a tough landing. I plan to be VFR…visual freeway reference, i.e. a road
or highway (no freeways here) may be and still hazardous or illegal but choices must be quick to minimize collateral damages or death. Fly safe and keep your brain engaged at all times. Seems like most crashes last year were mechanical or pilot. Dahh…Either way you got seconds or less to respond.