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Fuel Considerations for Multi-Crew Operations
Fuel starvation is a potential hazard to multi-crew as well
as single-pilot operations. An air carrier line check Captain
describes what can happen when a task that is usually
automated – in this case fuel balancing – must be performed
manually in a cockpit climate punctuated by radio calls and
training requirements.

We were dispatched with the fuel system controller
inoperative, a highly unusual situation. While in cruise en
route, a disparity was noticed between the fuel quantities in
the #1, #2, and #3 tanks. We were just prior to our entry
point for [foreign country’s] overflight and I wanted
everything to be in order for this phase of flight. I began a fuel
[crossfeed] from the #1 and #3 tanks to the #2 engine.
As the crossfeed was nearing its conclusion, a sudden flurry of
radio calls created a distraction. I was in the right seat as a
Line Check Airman giving IOE [Initial Operating Experience]
to a new Captain. Center called for a radio check on another
frequency. I tuned #2 VHF to this frequency and made the
check. It took several calls to get a good check. The IOE
“Who’s on First, What’s on Second?”
Take two company B-767s bound for cities on the same
coast, put them on the same ramp, swap one aircraft’s
destination with the other’s, and what have you got? A
set-up for a fuel loading error. More from this Captain’s
report (Abbott and Costello didn’t write this, honest):

Aircraft for Flight ‘X’ for airport ABC and Flight ‘Y’ for
airport BCD were changed without explanation and the
flight for airport ABC was rescheduled to accommodate
passengers for airport BCD. 82,000 lbs. of fuel [were] needed
for the leg to BCD. Dispatch fuel to airport ABC was about
74,000 lbs. Rather than defuel, the current load was
acceptable and within limits for the flight to ABC.
Unknown to us, the crew for Flight ‘Y’ had requested
Captain was monitoring Center on VHF #1. After the radio
check, I announced I was going to terminate the fuel
[crossfeed]. Just as I reached up to turn on the #2 tank pump
for fuel feed to the #2 engine, ATC called with our [foreign
ATC] handoff. As my finger went forward to press the tank
pump, I looked down to copy the handoff frequency. Somehow
I pushed the crossfeed switch instead. (A contributing factor
was that a guard…supposed to be on the pump switch was left
off by maintenance when they changed the controller the
previous flight)… The #2 engine rolled back, as I saw this. I
looked at the fuel schematic and saw no fuel line to the #2
engine. I…selected the #2 tank pump to ‘on’… and the #2
[engine] returned to operation. We continued a normal flight
to destination.
The need to manage concurrent tasks is an everyday part of
cockpit operations that can become unbalanced by
interruptions and distractions. ASRS Directline Issue 10,
available on the ASRS web site (http://asrs.arc.nasa.gov),
offers a summary of strategies for reducing vulnerability to
task management errors.
additional fuel and the fueler mistakenly added
approximately 6,000 lbs. in the center wing of aircraft ‘X.’
We noticed the increased fuel just prior to pushback, but
failed to realize this put us overweight for taxi by about
1,000 lbs. and entered an updated fuel of 87.2K. The
aircraft was pushed back, engines started, and then a
message from Load Control was observed on ACARS
alerting us to a probable overweight taxi situation. I
stopped the aircraft while a final determination was made,
then taxied back to the gate where sufficient cargo was
offloaded and a required maintenance inspection
accomplished. A combination of errors, but ultimately my
fault for missing the change in gross weight.
‘Sound Bites’ from ASRS Reporters
ASRS recently received a report from an
experienced pilot who takes fellow pilots
and ATC to task for cluttering Tower
frequencies with unnecessary communications:

This is…a plea for you to publish
something on the subject in your
[CALLBACK] mailer. Pilots and controllers both ignore AIM
4-3-2 that states, “it is not necessary to request permission to
leave Tower frequency.” Almost every day I fly some pilot has
to take up valuable air time making multiple requests to
change frequencies at times when everyone is just too busy to
bother with the unnecessary call. At other times the Tower
actually gives permission without the request, reinforcing the
　
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