Number 225
March 1998
Aircraft Rock ’n’ Roll
ASRS receives many reports of fuel mismanagement and fuel exhaustion, common causes of engine failures and forced landings. Less common is fuel contamination, which can come as a surprise, even after a pilot takes the precautionary measures of a thorough pre-flight and ground run-up. A general aviation pilot reports on the hazards of hidden water, and speculates on whether wingrocking might have prevented the problem. the gate. I opened the crossfeed and fed both engines from the left tank. I was able to balance the fuel load for landing. [Maintenance] confirmed that the defuel valve and door had been left open. The fueler had missed closing the valve and door after defueling. A possible reason for his missing the valve was the flaps and slats were left down at the gate due to landing on snow and ice. During the before-startingengines checklist at the gate, I noted the proper fuel and distribution, and that the crossfeed valve was closed. Due to night taxi at an unfamiliar airport on ice and snow, I failed to detect the fuel imbalance prior to takeoff. Had our takeoff been delayed 5-10 minutes longer, the aircraft might not have been controllable after lift-off. We should encourage crews to check fuel balance prior to taking the runway. Leaving the defuel valve open prevents closing of the defueling door, and impairs the crew’s ability to control fuel transfer. Diligent use of checklists—by both the ground crew and the flight crew—can help prevent this situation. The ground crew’s checklist should include an item to check the security of the defuel valve and door. The flight crew's checklist usually provides more than one opportunity to review proper fuel distribution. This is particularly important after any type of fuel transfer operation.
s This [high-wing] aircraft has long-range tanks installed. It had not been flown in two months and had been stored outdoors, so a thorough pre-flight was completed. The wing tanks were three-quarters full and [the sumps] were drained twice. The gascolator was fully drained and checked for water and contaminants. Total engine ground run time was about 40 minutes at 1,2001,700 rpm, with normal engine indications.
Shortly after takeoff, Departure Control indicated that the aircraft’s transponder was inoperative, and requested that we return to the airport. During the approach, an extended slip was used due to right crosswinds. Taxiing to the hangar, the engine quit and would not restart. The aircraft was manually pushed to the hangar area. Examination of the fuel tanks, fuel line, gascolator, and carburetor fuel bowl revealed water in all areas. After draining, the engine restarted easily. With a history of damage to the left wing, one or both fuel tanks may have become warped or wavy, allowing water to collect at points other than the fuel drains. This allowed water to remain undetected during a normal pre-flight, a 40-minute ground run and in flight. Although it is not recommended in the pilot’s operating handbook, rocking the aircraft wings during aircraft pre-flight might move any distributed water to the fuel drain. Any rocking of wings should come early in the pre-flight, so that the water and contaminants have plenty of time to settle in the sumps before the sumps are drained. Many flight schools make this standard procedure. Next, an air carrier Captain reports that both the ground crew and the flight crew failed to detect a different sort of fuel-related problem. In this case, improper defueling procedure was the cause of the incident.
If The Shoe Fits…
s I set out to fly…to brush up on crosswind taxi/takeoff/landing procedures. On the second landing, while in the flare, my left shoe fell off while applying left rudder. The shoe landed in front of the left rudder pedal and heel brake. The right crosswind started to pivot the aircraft to the right, and I discovered the shoe blocked access to the left rudder pedal and brake. Without left rudder capability, I was unable to prevent the aircraft from turning right into the wind. The aircraft departed the runway to the right onto a level grass area. I finally kicked the shoe free of the pedals and braked to a stop with one shoe off, one shoe on. Taxied back to the ramp and shut down for a thorough inspection. No damage to aircraft or airport property. Despite nearly 20 years experience, I was unable to overcome the effects on an errant shoe on a crosswind landing. In the future, I will pay more attention to the fit of my shoes before commencing flight.
s We needed to off-load 7,200 lb. of fuel. The fueler had us transfer fuel from the wing tanks to the center tank so he could defuel. When defueling was complete, I closed the crossfeed valve, which was confirmed by the First Officer. Immediately at lift-off, the left wing was very heavy, needing about 60° wheelthrow for level flight. I saw a fuel imbalance of 4,000 lb. between the wing tanks, and 3,300 lb. in the center tank. The center tank had been empty at
ASRS Recently Issued Alerts On...
Inadequate taxiway lighting at an Alabama airport In-flight separation of B-757 wing-skin leading edge In-flight engine nacelle panel separation on a BE1900 False TCAS II alerts attributed to a failed electrical bus Smoke alarm activation due to deicing fluid in cargo door seals
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
January 1998 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1999 633 85 70
TOTAL
2787
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_225.pdf
March 1998
Aircraft Rock ’n’ Roll
ASRS receives many reports of fuel mismanagement and fuel exhaustion, common causes of engine failures and forced landings. Less common is fuel contamination, which can come as a surprise, even after a pilot takes the precautionary measures of a thorough pre-flight and ground run-up. A general aviation pilot reports on the hazards of hidden water, and speculates on whether wingrocking might have prevented the problem. the gate. I opened the crossfeed and fed both engines from the left tank. I was able to balance the fuel load for landing. [Maintenance] confirmed that the defuel valve and door had been left open. The fueler had missed closing the valve and door after defueling. A possible reason for his missing the valve was the flaps and slats were left down at the gate due to landing on snow and ice. During the before-startingengines checklist at the gate, I noted the proper fuel and distribution, and that the crossfeed valve was closed. Due to night taxi at an unfamiliar airport on ice and snow, I failed to detect the fuel imbalance prior to takeoff. Had our takeoff been delayed 5-10 minutes longer, the aircraft might not have been controllable after lift-off. We should encourage crews to check fuel balance prior to taking the runway. Leaving the defuel valve open prevents closing of the defueling door, and impairs the crew’s ability to control fuel transfer. Diligent use of checklists—by both the ground crew and the flight crew—can help prevent this situation. The ground crew’s checklist should include an item to check the security of the defuel valve and door. The flight crew's checklist usually provides more than one opportunity to review proper fuel distribution. This is particularly important after any type of fuel transfer operation.
s This [high-wing] aircraft has long-range tanks installed. It had not been flown in two months and had been stored outdoors, so a thorough pre-flight was completed. The wing tanks were three-quarters full and [the sumps] were drained twice. The gascolator was fully drained and checked for water and contaminants. Total engine ground run time was about 40 minutes at 1,2001,700 rpm, with normal engine indications.
Shortly after takeoff, Departure Control indicated that the aircraft’s transponder was inoperative, and requested that we return to the airport. During the approach, an extended slip was used due to right crosswinds. Taxiing to the hangar, the engine quit and would not restart. The aircraft was manually pushed to the hangar area. Examination of the fuel tanks, fuel line, gascolator, and carburetor fuel bowl revealed water in all areas. After draining, the engine restarted easily. With a history of damage to the left wing, one or both fuel tanks may have become warped or wavy, allowing water to collect at points other than the fuel drains. This allowed water to remain undetected during a normal pre-flight, a 40-minute ground run and in flight. Although it is not recommended in the pilot’s operating handbook, rocking the aircraft wings during aircraft pre-flight might move any distributed water to the fuel drain. Any rocking of wings should come early in the pre-flight, so that the water and contaminants have plenty of time to settle in the sumps before the sumps are drained. Many flight schools make this standard procedure. Next, an air carrier Captain reports that both the ground crew and the flight crew failed to detect a different sort of fuel-related problem. In this case, improper defueling procedure was the cause of the incident.
If The Shoe Fits…
s I set out to fly…to brush up on crosswind taxi/takeoff/landing procedures. On the second landing, while in the flare, my left shoe fell off while applying left rudder. The shoe landed in front of the left rudder pedal and heel brake. The right crosswind started to pivot the aircraft to the right, and I discovered the shoe blocked access to the left rudder pedal and brake. Without left rudder capability, I was unable to prevent the aircraft from turning right into the wind. The aircraft departed the runway to the right onto a level grass area. I finally kicked the shoe free of the pedals and braked to a stop with one shoe off, one shoe on. Taxied back to the ramp and shut down for a thorough inspection. No damage to aircraft or airport property. Despite nearly 20 years experience, I was unable to overcome the effects on an errant shoe on a crosswind landing. In the future, I will pay more attention to the fit of my shoes before commencing flight.
s We needed to off-load 7,200 lb. of fuel. The fueler had us transfer fuel from the wing tanks to the center tank so he could defuel. When defueling was complete, I closed the crossfeed valve, which was confirmed by the First Officer. Immediately at lift-off, the left wing was very heavy, needing about 60° wheelthrow for level flight. I saw a fuel imbalance of 4,000 lb. between the wing tanks, and 3,300 lb. in the center tank. The center tank had been empty at
ASRS Recently Issued Alerts On...
Inadequate taxiway lighting at an Alabama airport In-flight separation of B-757 wing-skin leading edge In-flight engine nacelle panel separation on a BE1900 False TCAS II alerts attributed to a failed electrical bus Smoke alarm activation due to deicing fluid in cargo door seals
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
January 1998 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1999 633 85 70
TOTAL
2787
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_225.pdf
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