Ab-initio FUEL INCIDENTS

Summary:

Post here any fuel (management) incidents that you have experienced, and help out fellow pilots with theirs.

Running on empty

JDPerezgonzalez 22 Oct 2008 23:11

[In behalf of Anonymous user, originally posted on 22 Oct 2008]

Awhile ago I was taking a passenger to Nelson, before dropping off another in Wellington and then I was gonna return back to Palmy to pick up and then drop off an instructor in Wellington. I left Palmerston North with full tanks and after dropping of the NS pax, I decided to fill up the tanks to the step (65 litres aside) so I would be lighter and fly faster as I needed to get back to PM as soon as possible as the aircraft was needed. I left for Wellington climbing to 7500ft over the sounds at full throttle for most of the way, a quick stop and offload in Wellington before heading back to Palmy to pick the instructor. I had to do two trips to WN as the was too much weight on the first trip for 4 people. I was going to full up in Palmy before heading back to WN, but was rushed and was told that I had the aircraft for a little longer, but I still needed to hurry to get back in time. So I completely forgot about refuelling and got airborne for WN. I realised that I had forgotten to fill up in Palmy about halfway to WN, and thought Id just stick some in the tanks at the aeroclub while dropping off the passenger. However as we were taxiing in to the aeroclub the instructor said, "Just leave the engine going, I'll hop out and grab my bags". So I did just that and turned around to taxi for takeoff.

I sat on a taxiway waiting for quite some minutes for clearance for take-off as it was very busy. I was bored and was just glancing around the cockpit when something caught my eye….The left fuel gauge was reading 0!! I got a big fright and thought about turning around to refuel, but realised I had already asked for takeoff clearance and there was no way of turning around without going on the runway… How embarrasing!!! Anyway I decided that 12 gallons should be enough to get me back to PM, so I taxied on the almost empty tank and switched to the right tank just before takeoff. Im glad I noticed before I took off else an EFATO off runway 34 at WN would have been real interesting!!

I got airborne and as soon as I was level at 1500ft I reduced throttle to 2400rpm and leaned the mixture (yes not supposed to be done below 3000ft). I flew as efficiently as I could, with low rpm and mixture right back. I thought of landing in Paraparaumu, but thought Id have some serious explaining to do (as […we…] are not permitted to land at Pram), so my next thought was Foxpine…This would make me very late however, again explaining to do. So I made some calculations (as the fuel gauges are in gallons and we work in litres) and figured that with careful watching of the fuel gauges I could make it back to Palmy. All the while I was running over my Forced landing procedures, and what I would do if my engine died over the city. Anyway I made it back and taxied to the pumps (sure as hell didnt want the refueller asking questions about how low the tanks were). Ive never seen the cherokee tanks so empty! Anyway I ended up putting 162 litres of fuel in the tanks (182 capacity) which was below the minimum of 45 minutes of reserve fuel. I flew NS-WN-PM-WN-PM on 130 litres.

I took many lessons from this adventure…dont be pressured into going, no matter how embarassing it may be - safety first, a properly filled out flight plan and fuel log would have been good, and do all your checks properly (before take off etc.)

Last edited on 22 Oct 2008 23:12 by JDPerezgonzalez Show more

Re: Running on empty

laserflyer 15 Sep 2009 21:27

While there were several times that the problem was caught and could have been prevented from getting worse, remember that with ATC or a TOWER all you need to do is state a request for a change of clearance and they will help. If in doubt revert to plain english "tower, I need to return to the apron/parking"- you don't actually even need to state the problem if its embarassing. You may even do this once you are lined up, or rolling, or airborne- they will adjust their plan.

This and the other decisions about not diverting were made because of operational pressure- something all pilots feel, but must learn to get beyond and respond safely and correctly. Take the delay to upload fuel, divert etc.

If you get to the stage that considerations about FLWOP or precautionary landings are becoming viable, you have made some serious mistakes and need to be prepared to break the error chain. For example, explaining why you diverted to Paraparaumu is still far preferable to explaining why the aircraft is written off in a paddock, and will involve far less paperwork. It would also show good judgement at that point in time.

Last edited on 15 Sep 2009 21:32 by laserflyer Show more

Change tanks

JDPerezgonzalez 22 Oct 2008 23:14

[In behalf of onion41, originally posted on 22 Oct 2008]
I think that fuel checks are very important.
Once I was doing my nav with an instructor going to NR. It was a great flight and I enjoyed myself as it was my first time flying towards NR. I wanted to do well for that flight and I was busy concentrating flying the aircraft making sure I was always at my heading and altitude and keeping my flight log updated. Everything went smoothly and soon we were back on the ground.
The following day, I was asked by the same instructor to do a pre flight on the aircraft I flew yesterday. To my horror, I realized that one tank was empty and the other was full!!! I was told off by the instructor on how dangerous that was.
Up to today, I have never forgotten what he said and I am always conscious about fuel changing time.

Re: Ab-initio FUEL INCIDENTS

Anonymous (125.238.124.x) 10 Nov 2008 02:53

Whilst on a planed solo navigation flight to New Plymouth via Wanganui and Hawera I forgot to change fuel tanks, leaving one tank selected for nearly an hour and a half. I say planed because an expected front had gained momentum and hit earlier than expected, leading to rapidly deteriorating weather conditions and a decision to turn back at Hawera. Added to this Ohakea denied clearance through airspace direct to Wanganui, the aircraft was having communication problems and a rapidly précising gyro meaning workload was very high. Luckily on the way back to Palmerston I decided to do a touch and go at Wanganui in which I checked tank selection and realised my mistake.

Re: Ab-initio FUEL INCIDENTS

ALAMAKstress 11 Nov 2008 03:02

there was once we were flying at the low flying zone having a practice test flight. being really low both me and my friend were caught up with the height we were at that we forgot to check our gauges. i only realized on the way back to palmy, that the left tank gauge was reading almost zero. we were indeed shocked as we were flying on that tank but it was on full tanks and we have not been flying for more than an hour. so i decided to siwtch tanks to see whether it was faulty and just to be on the safe side. which happened to be true. on our way back via longburn, we tried switching back to the left tank again and this time the gauge needle stood on 3/4 full for a little while longer and went back to zero. so we declares it was just a faulty gauge and decided to stick on the right tank all the way back to the apron. we reported it staright away once we were on ground.

Just "OOps"?!!?

*AvIaTrIx* 06 Jan 2009 09:04

I am reporting this on behalf of an anonymous user, and obtained permission to do so.

This incident occurred about five years ago when an ab- initio student was on a dual navigation flight with his instructor in a light aircraft. Simply ‘forgetting’ something in the air is not acceptable, as the consequence can be unrecoverable:

The day was fine with very high cloud base and light winds when this ab- initio student went on a navigation flight with his instructor. They decided to only carry fuel just enough for the route plus contingency and reserves to avoid the hassle of refuelling the plane back up to full tanks. The planning and pre- flight was done as normal and the two of them hopped into the plane. They initially used the left tank for taxi and switched to the right tank for run-ups. The student said that he was going to change tanks in half an hour. They took off and proceeded as planned. It was a busy flight and finally they were on finals for a landing into their destination aerodrome. Suddenly, the engine stopped! The instructor took over and they glided down onto the runway. Once safely on the ground, the cause was investigated. The discovery was shocking. The engine failure on finals was due to fuel starvation! The right tank was empty! Both the student and the instructor forgot to switch fuel tank the whole way! They both knew that were very lucky this time as they were at a safe height that allowed them to glide down to safety.

What if the engine had failed on an approach into an aerodrome which requires crossing over a township at low altitudes and they were already low on the approach? They would not have been so lucky. One of the things which do you no good in aviation is ‘fuel in the truck’, as is the ‘fuel in the not selected tank’. It is vital to establish a good habit of switching tanks on time for good fuel management. This will also help to maintain the balance of the aircraft. Develop your own way of remembering to switch tanks on time. Whether it’s writing it as a reminder on your hand, incorporating it into the checks you must do on route…etc. Every pilot will find a way that suits them best. Always maintain a good fuel log and do accurate calculations to give the correct fuel/ endurance remaining on board the aircraft (in litres or flight time remaining) on each and every flight. It is also advisable to always carry the maximum amount of fuel on board whenever possible. After all, “An airplane will probably fly, but it sure won’t fly without fuel” (Harv’s Air, 1972-2005)

Last edited on 06 Jan 2009 09:09 by *AvIaTrIx* Show more

Fuel management!!

Murtz 14 Sep 2009 01:40

I was on a navigational flight as part of completing the 20 hours requirement in accordance with Part 61 to obtain my Commercial Pilot's License. This flight was conducted a few weeks after i received my Private Pilot's License. At that point in time, i had just passed the 100th hour mark in terms of flight time. Personally, i felt confident flying. I felt as if i knew what i was doing and somehow, I felt invincible, as if nothing bad could happen to me. I do not know if other pilots out there share the same sentiments as me.
I had planned to fly from PM-Taupo-NR (refuel)-DV-PM. The weather in the Sanson area was fine; high cloud and light winds. As we approached the Central Plateau, the cloud started to get lower. As i approached Taupo, i realized that i wouldn't be able to climb above the high terrain and still remain below cloud to remain legal under the Visual Flight Rules. As such, i planned to divert. Instead of flying around the eastern part of the country, i decided to divert and fly via the western side of the country. I was so engrossed in planning my diversion to ensure it met Part 61 requirements that i did not take into account the amount of fuel i had. I diverted to fly overhead Taumaranui-HA-WU-PM.
On the WU-PM leg, as i was doing my Top of Descent checks, it was when i realized that i was running out of fuel. The fuel indicators showed that i had less than an hour's endurance. As i landed at PM, i immediately taxied to the pumps. As i dipped the tanks, i had exactly 15 litres of fuel in each tank. Although i did not break any rule as i still had 30 mins reserves left, it got me thinking. Running out of fuel in a single engine aircraft would be last thing i would want. From that close call, i am now more aware of fuel management and also realised that we humans are not invincible no matter how experienced we are.

Less Fuel than Expected

Ithappenedtome2 01 Sep 2010 04:34

On a solo CPL nav flight around the lower north Island of New Zealand I noticed the fuel gauge was indicating I had less fuel than I had expected. I thought I had 3.35 hours worth of fuel and it was indicating I only had approximately 2.5 hours. I put the Cherokee in a skid and looked out the window to see if possibly there was a leak. I couldn’t see one so I continued flying, monitoring the fuel gauge. I Felt absolutely confident I had dipped the fuel and noted it down correctly during prefight because that is something I take very seriously. No fuel, no flight! I made the decision to make a full stop as opposed to the planned touch and go to re-dip the tanks and fill up. The dip agreed with my fuel log, I had 3 hours 8 minutes of fuel when I landed to refuel.
The problem was with the fuel gauge. It uses a float type fuel gauge, so not very accurate, but still, I had the engineers have a look at it and they made a small adjustment to it. It now reads acceptably.
I have seen this on loads of aircraft but not this bad! That’s why I acted on this one.