Number 239
May 1999
Refueling Retrospectives
Fuel exhaustion and fuel mismanagement are common causes of engine failures and forced landings. A General Aviation (GA) pilot describes how he and his instructor had to make a forced landing, even after they obtained what they thought was the necessary fuel for their final leg home. account at the departure airport, so no fuel receipt was given to me, and my visual inspection did not clue me in to the fact that I had not been fueled. I should have used a measuring stick in the tanks. Visual inspection of tanks, dipstick measurements, fueling receipts (when available), and fuel gauge readings should all concur. If any one is out of synch with the others, the situation warrants a manual fuel check to verify actual fuel status.
s My helicopter CFII and I preflighted the helicopter
before…a training flight of about 1.5 hours. We “dip-sticked” the tanks and determined that we had approximately 28 gallons aboard. We expected to burn about 12.5 gallons per flight hour. I monitored our fuel state during the flight. The fuel gauge indicated we had about [5-7 gallons] of fuel for our return flight. The fuel gauge indicated a drop to almost zero while we were enroute. We made a precautionary landing at a private airfield just a few miles from our destination. We persuaded an airfield resident to turn on their fuel pump…There was no decimal on the gauge, no obvious 1/10-gallon indicator numerals. My CFII pumped fuel into…one tank until the fuel pump indictor read “6” and into the second tank until the indicator read “12.” While preflighting the helicopter again, we noticed that the fuel gauge still indicated zero. Because the gauge had historically intermittently indicated zero instead of the actual fuel state and because we thought we had just on-loaded 12 gallons of fuel, we disbelieved the fuel gauge, took off, and flew on to our destination. I was hover-taxiing back to the ramp when the engine sputtered and quit, requiring an unplanned emergency landing from a three-foot hover. The fuel tanks were found to be completely dry, after a flight of only a few miles. Postflight checking of the tanks, fuel boost pumps, and lines revealed no leaks. I believe that we on-loaded only 1.2 gallons of fuel—not 12 gallons as we had thought. We should have taken the time to “dip-stick” the fuel tanks to be completely certain about the amount of fuel on-loaded. The reporter paid the airfield resident $20, making that a very expensive gallon of fuel. Still, as the reporter concludes, That was one of the best buys I’ve ever made, since it allowed us to fly back to our airport before the engine quit on the ramp—rather than in the air, requiring a real autorotation to the ground. Another GA pilot also made a precautionary landing when the fuel gauge did not jibe with the planned fuel burn.
Multiple Misses
Next, an air cargo crew missed multiple preflight cues that their fuel state was not as it should be. In portions of the report not cited here, the Captain lists schedule pressure, crew fatigue, and lack of currency as causes of this incident:
s During takeoff, the airplane began to yaw and dip to the left.
The takeoff was rejected. While taxiing back, we discovered that the main fuel tank was virtually empty, thus starving the #1 engine of fuel. Apparently the engine flamed out during takeoff, then relit during the rejected takeoff. Further investigation found a fuel valve open which had allowed the main tank to pump itself empty into another tank. Both the Captain and Second Officer missed seeing the low fuel tank quantity, the fuel transfer light, the low fuel tank warning light, and the fuel fill valve switch in the wrong position. As the reporter of another fuel mismanagement incident summed up: Any fuel situation is potentially dangerous, no matter how benign it may appear. As I learned many years ago, fuel in the fuel truck is of little use to a pilot in the air.
Nesting Habits
In the past, we have shared reports about insect nests found in fuel tank vents and pitot tubes. Here is a report of a new location for those pesky and persistent little wasps known as mud daubers, or dirt daubers. The First Officer of a B-727 cargo flight tells the tale:
s I gave the FBO instructions to fill both fuel tanks to 1/2 inch
below the filler neck. I returned four days later, preflighted the aircraft, and looked in both fuel tanks—the level seemed lower than I had requested but not so low that I was suspicious. I departed…and noticed the fuel consumption was more than normal. The right tank ran dry soon after I changed over to it. I advised Center I was going to divert…but I became concerned that I might run out of fuel, so I chose a good looking pasture and made a precautionary landing. I called a [nearby FBO] for fuel. A farmer mowed a strip for me, and I took off and flew the 5 miles to [my diversion airport]. I have a billing ASRS Recently Issued Alerts On...
DC generator shaft failure in an SF34 Missing lug nut on Fokker 100 main wheels Malfunctioning pilot-controlled lighting at a Georgia airport Glider activity near the final approach of a Tennessee airport MD11 cockpit smoke and fumes caused by a burned brake coil
s Preflight, start, and taxi were normal. Setting power for
takeoff, the Captain announced that the #1 and #3 throttles felt misaligned with #2. The decision was made to continue takeoff. Takeoff roll was longer than normal for this weight. Airborne, the Captain and Flight Engineer analyzed the engines and determined that the EPR’s [Engine Pressure Ratios] were extremely high on the #1 and #3 engines for the corresponding [engine instrument] readings. The decision was made to return to the airport. Maintenance found the PT2 [Pressure/Temperature terminal 2] probes on engines #1 and #3 to be fouled with dirt dauber nests.
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
March 1999 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 2100 660 48 160
TOTAL
2968
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_239.pdf
May 1999
Refueling Retrospectives
Fuel exhaustion and fuel mismanagement are common causes of engine failures and forced landings. A General Aviation (GA) pilot describes how he and his instructor had to make a forced landing, even after they obtained what they thought was the necessary fuel for their final leg home. account at the departure airport, so no fuel receipt was given to me, and my visual inspection did not clue me in to the fact that I had not been fueled. I should have used a measuring stick in the tanks. Visual inspection of tanks, dipstick measurements, fueling receipts (when available), and fuel gauge readings should all concur. If any one is out of synch with the others, the situation warrants a manual fuel check to verify actual fuel status.
s My helicopter CFII and I preflighted the helicopter
before…a training flight of about 1.5 hours. We “dip-sticked” the tanks and determined that we had approximately 28 gallons aboard. We expected to burn about 12.5 gallons per flight hour. I monitored our fuel state during the flight. The fuel gauge indicated we had about [5-7 gallons] of fuel for our return flight. The fuel gauge indicated a drop to almost zero while we were enroute. We made a precautionary landing at a private airfield just a few miles from our destination. We persuaded an airfield resident to turn on their fuel pump…There was no decimal on the gauge, no obvious 1/10-gallon indicator numerals. My CFII pumped fuel into…one tank until the fuel pump indictor read “6” and into the second tank until the indicator read “12.” While preflighting the helicopter again, we noticed that the fuel gauge still indicated zero. Because the gauge had historically intermittently indicated zero instead of the actual fuel state and because we thought we had just on-loaded 12 gallons of fuel, we disbelieved the fuel gauge, took off, and flew on to our destination. I was hover-taxiing back to the ramp when the engine sputtered and quit, requiring an unplanned emergency landing from a three-foot hover. The fuel tanks were found to be completely dry, after a flight of only a few miles. Postflight checking of the tanks, fuel boost pumps, and lines revealed no leaks. I believe that we on-loaded only 1.2 gallons of fuel—not 12 gallons as we had thought. We should have taken the time to “dip-stick” the fuel tanks to be completely certain about the amount of fuel on-loaded. The reporter paid the airfield resident $20, making that a very expensive gallon of fuel. Still, as the reporter concludes, That was one of the best buys I’ve ever made, since it allowed us to fly back to our airport before the engine quit on the ramp—rather than in the air, requiring a real autorotation to the ground. Another GA pilot also made a precautionary landing when the fuel gauge did not jibe with the planned fuel burn.
Multiple Misses
Next, an air cargo crew missed multiple preflight cues that their fuel state was not as it should be. In portions of the report not cited here, the Captain lists schedule pressure, crew fatigue, and lack of currency as causes of this incident:
s During takeoff, the airplane began to yaw and dip to the left.
The takeoff was rejected. While taxiing back, we discovered that the main fuel tank was virtually empty, thus starving the #1 engine of fuel. Apparently the engine flamed out during takeoff, then relit during the rejected takeoff. Further investigation found a fuel valve open which had allowed the main tank to pump itself empty into another tank. Both the Captain and Second Officer missed seeing the low fuel tank quantity, the fuel transfer light, the low fuel tank warning light, and the fuel fill valve switch in the wrong position. As the reporter of another fuel mismanagement incident summed up: Any fuel situation is potentially dangerous, no matter how benign it may appear. As I learned many years ago, fuel in the fuel truck is of little use to a pilot in the air.
Nesting Habits
In the past, we have shared reports about insect nests found in fuel tank vents and pitot tubes. Here is a report of a new location for those pesky and persistent little wasps known as mud daubers, or dirt daubers. The First Officer of a B-727 cargo flight tells the tale:
s I gave the FBO instructions to fill both fuel tanks to 1/2 inch
below the filler neck. I returned four days later, preflighted the aircraft, and looked in both fuel tanks—the level seemed lower than I had requested but not so low that I was suspicious. I departed…and noticed the fuel consumption was more than normal. The right tank ran dry soon after I changed over to it. I advised Center I was going to divert…but I became concerned that I might run out of fuel, so I chose a good looking pasture and made a precautionary landing. I called a [nearby FBO] for fuel. A farmer mowed a strip for me, and I took off and flew the 5 miles to [my diversion airport]. I have a billing ASRS Recently Issued Alerts On...
DC generator shaft failure in an SF34 Missing lug nut on Fokker 100 main wheels Malfunctioning pilot-controlled lighting at a Georgia airport Glider activity near the final approach of a Tennessee airport MD11 cockpit smoke and fumes caused by a burned brake coil
s Preflight, start, and taxi were normal. Setting power for
takeoff, the Captain announced that the #1 and #3 throttles felt misaligned with #2. The decision was made to continue takeoff. Takeoff roll was longer than normal for this weight. Airborne, the Captain and Flight Engineer analyzed the engines and determined that the EPR’s [Engine Pressure Ratios] were extremely high on the #1 and #3 engines for the corresponding [engine instrument] readings. The decision was made to return to the airport. Maintenance found the PT2 [Pressure/Temperature terminal 2] probes on engines #1 and #3 to be fouled with dirt dauber nests.
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
March 1999 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 2100 660 48 160
TOTAL
2968
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_239.pdf
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