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From NASA's Aviation Safety Reporting System
Number 283
April 2003
Spring Training: Eliminating Fuel Errors
There are three basic principles of proper fuel management. The first is knowing the aircraft fuel system; second is preflight planning; third is monitoring of actual fuel consumption. Pilots who miss the basics may not make it all the way home.
... All Over Again”
Yogi Berra
The pilot who submitted this report lost his cap and then joined the rest of the team... out in the field. s The engines started to sputter. The emergency procedure for fuel exhaustion was performed, but it did not help the situation…. I…landed safely on a 500 foot cow pasture…. I noticed that the fuel cap was not attached. I had done a thorough preflight...and the fuel was topped off. After departure, I noticed the fuel gauge reading 80 gallons. About 20 minutes later it read 50 gallons. I monitored the fuel gauge and noticed it stabilized at 50 gallons. I...determined I had enough fuel to reach my destination. Five minutes later the engines stopped. In flight, I am unable to see the fuel cap.
Field of Dreams: If You Plow It, They Will Come
By including fuel quantity in a periodic scan of the aircraft instruments, an abnormal trend in fuel consumption can be noted and range calculations adjusted accordingly. This pilot did not recognize the signs, tried to change the game plan, and wound up out in left field. s This was a break-in/ferry flight to bring the aircraft back from engine overhaul to the home field.... The fuel tanks had been...topped off to make sure they were full.... The aircraft has two 18-gallon tanks for a total of 36 gallons (35 gallons usable). After one hour of flight, the power was reduced from 75% to 65% per the break-in instructions and the fuel quantities were checked. The right tank indicated empty and the left tank was selected. After approximately two hours and 15 minutes [total flight time]…the decision was made to divert to ZZZ, a distance of 30 nautical miles…. Just before turning final, the engine started to sputter and died. I landed two miles short of the runway in a plowed field. There was no indication of fuel leakage.... Normal fuel burn prior to the overhaul...provided a duration of approximately four hours. On this flight, the fuel was exhausted at approximately two hours and thirty minutes. Given the burn rate experienced during the first hour of flight, two hours and thirty minutes would have been a reasonable estimate for planning the off-airport landing.
Advancing on a Good Hop
In this report, engine overhaul was once again a factor in a fuel starvation incident. A lucky bounce in the infield saved the day. s My engine lost power [when] I was about three miles from the end of the runway in a descent… The apparent reason for the engine failure was a lack of fuel in the left tank…. The engine fired up after a touchdown bump in the field before the runway that permitted a normal landing.... A recent overhaul reduced the time on each tank from 2.5 hours to 2.0 hours. I was aware of this and…since the flight from ZZZ took three hours, there would have been an hour left in the right tank. Having not completed my landing check because of the problem, I did not know that. The solution is to start landing checks earlier, probably before descent. Fuel quantity, burn rate, and tank selection should be monitored closely throughout the entire flight.
“This Is Like Déjà vu...
When the actual fuel burn differs from the planned burn rate, range and endurance estimates must be revised accordingly. In this report, another pilot didn’t have enough fuel to make it over the fence. s Fuel planning indicated that we should have had one hour and 15 minutes fuel remaining at the time of the loss of power. The calculated fuel burn was 8.5 gallons per hour. We had departed with full tanks, but had to make an emergency landing in a field due to fuel starvation after three hours and 15 minutes. That gives a consumption rate of 12 gallons per hour. I suspect a fuel leak…. There were no injuries and no damage.
AD — Attention Deficit
Fuel errors happen, even in the majors. A few change-ups disrupted this B757 crew’s attention to fuel monitoring. s According to an Airworthiness Directive (AD), 1,000 pounds was the minimum fuel total in the center tank. The tank, which had been filled to 5,500 pounds, was used down to zero due to a diversion of attention during climb and cruise. There were numerous changes in altitude and speed as a result of moderate turbulence. Too many distractions involving flying the aircraft through the turbulence diverted our attention from this supplemental procedure.
ASRS Recently Issued Alerts On…
Bell 407 rotor mast crack A300 tail vibration incident Falcon 20 unlatched engine cowlings Wake turbulence incident at a southern airport Runway signage confusion at an eastern airport
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
February 2003 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1757 526 34 114 2431
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_283.pdf
From NASA's Aviation Safety Reporting System
Number 283
April 2003
Spring Training: Eliminating Fuel Errors
There are three basic principles of proper fuel management. The first is knowing the aircraft fuel system; second is preflight planning; third is monitoring of actual fuel consumption. Pilots who miss the basics may not make it all the way home.
... All Over Again”
Yogi Berra
The pilot who submitted this report lost his cap and then joined the rest of the team... out in the field. s The engines started to sputter. The emergency procedure for fuel exhaustion was performed, but it did not help the situation…. I…landed safely on a 500 foot cow pasture…. I noticed that the fuel cap was not attached. I had done a thorough preflight...and the fuel was topped off. After departure, I noticed the fuel gauge reading 80 gallons. About 20 minutes later it read 50 gallons. I monitored the fuel gauge and noticed it stabilized at 50 gallons. I...determined I had enough fuel to reach my destination. Five minutes later the engines stopped. In flight, I am unable to see the fuel cap.
Field of Dreams: If You Plow It, They Will Come
By including fuel quantity in a periodic scan of the aircraft instruments, an abnormal trend in fuel consumption can be noted and range calculations adjusted accordingly. This pilot did not recognize the signs, tried to change the game plan, and wound up out in left field. s This was a break-in/ferry flight to bring the aircraft back from engine overhaul to the home field.... The fuel tanks had been...topped off to make sure they were full.... The aircraft has two 18-gallon tanks for a total of 36 gallons (35 gallons usable). After one hour of flight, the power was reduced from 75% to 65% per the break-in instructions and the fuel quantities were checked. The right tank indicated empty and the left tank was selected. After approximately two hours and 15 minutes [total flight time]…the decision was made to divert to ZZZ, a distance of 30 nautical miles…. Just before turning final, the engine started to sputter and died. I landed two miles short of the runway in a plowed field. There was no indication of fuel leakage.... Normal fuel burn prior to the overhaul...provided a duration of approximately four hours. On this flight, the fuel was exhausted at approximately two hours and thirty minutes. Given the burn rate experienced during the first hour of flight, two hours and thirty minutes would have been a reasonable estimate for planning the off-airport landing.
Advancing on a Good Hop
In this report, engine overhaul was once again a factor in a fuel starvation incident. A lucky bounce in the infield saved the day. s My engine lost power [when] I was about three miles from the end of the runway in a descent… The apparent reason for the engine failure was a lack of fuel in the left tank…. The engine fired up after a touchdown bump in the field before the runway that permitted a normal landing.... A recent overhaul reduced the time on each tank from 2.5 hours to 2.0 hours. I was aware of this and…since the flight from ZZZ took three hours, there would have been an hour left in the right tank. Having not completed my landing check because of the problem, I did not know that. The solution is to start landing checks earlier, probably before descent. Fuel quantity, burn rate, and tank selection should be monitored closely throughout the entire flight.
“This Is Like Déjà vu...
When the actual fuel burn differs from the planned burn rate, range and endurance estimates must be revised accordingly. In this report, another pilot didn’t have enough fuel to make it over the fence. s Fuel planning indicated that we should have had one hour and 15 minutes fuel remaining at the time of the loss of power. The calculated fuel burn was 8.5 gallons per hour. We had departed with full tanks, but had to make an emergency landing in a field due to fuel starvation after three hours and 15 minutes. That gives a consumption rate of 12 gallons per hour. I suspect a fuel leak…. There were no injuries and no damage.
AD — Attention Deficit
Fuel errors happen, even in the majors. A few change-ups disrupted this B757 crew’s attention to fuel monitoring. s According to an Airworthiness Directive (AD), 1,000 pounds was the minimum fuel total in the center tank. The tank, which had been filled to 5,500 pounds, was used down to zero due to a diversion of attention during climb and cruise. There were numerous changes in altitude and speed as a result of moderate turbulence. Too many distractions involving flying the aircraft through the turbulence diverted our attention from this supplemental procedure.
ASRS Recently Issued Alerts On…
Bell 407 rotor mast crack A300 tail vibration incident Falcon 20 unlatched engine cowlings Wake turbulence incident at a southern airport Runway signage confusion at an eastern airport
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
February 2003 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1757 526 34 114 2431
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_283.pdf
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