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Contributing factors to the event were the use of carburetor
heat during the flight, which after the fact was determined
to use more fuel. The greater than planned winds and
the less than minimum landing ceilings along the route
preventing a closer fuel stop were all factors. Another factor
had to do with the calibration of the fuel dipstick, in that
it was recently recalibrated to a greater quantity than I
thought was in the fuel tank. I went against my better
judgement and used what was said on the stick. Finally,
since I was with a private pilot who was doing most of
the flying, I allowed him to perform the preflight on the
aircraft and check fuel quantities. I did not double-check
his preflight…I should have gone with my better judgement
and…performed my own preflight.
Fooled by the Fuel Burn
A Citabria pilot experienced a surging engine and altitude
loss eight miles from the destination airport. The pilot
conducted a safe landing in a suitable field, with no
damage to the aircraft or injuries. The ASRS report
narrative continues:
■ …The planned flight time was 3.2 hours. There were
24 gallons of usable fuel on board. Expected fuel burn was
4.8 GPH. There should have been enough fuel for 5 hours.
The fuel was exhausted after 3.7 hours…Fuel burn data
was established a year and a half previously when using
aggressive leaning at all times, and at relatively low power
settings. Three weeks prior to the flight in question, the
A&P mechanic performing the annual inspection advised
the pilot that excessive leaning was harmful to the engine
and suggested that it should not be leaned unless above
5,000 feet MSL. The flight in question was conducted
at 5,000 feet MSL. In addition, the pilot began using
higher power settings, believing this was desirable for this
engine….
This experience demonstrates…the importance of ensuring
that the data used for planning, in this case fuel burn data
based on specific leaning and power settings, applies to the
operation being undertaken.
Unfamiliar with Fuel Requirements
This flyer was lucky enough to make an airport when the
left engine quit from fuel exhaustion. In looking back on
the incident, the pilot noted, “Many factors contributed
to this incident, but the bottom line is that I got lazy and
made a bad decision”:
■ I was near the end of a trip that
included many legs and required a
fuel purchase. I knew that my fuel was
going to be tight, but I honestly thought I
would land with the required reserve. As I
was being vectored and descending for the
airport, my left engine began to surge and the
fuel pressure light illuminated. I was less than
5 minutes from landing. I declared an emergency
and landed without incident at another airport
that was right in front of me. The left engine had
quit by the time I landed. Factors that contributed: (1)
Someone else did the flight planning (fuel calculations)
before I left because it was a last-minute flight. Therefore
I wasn’t as familiar with the required fuel as I should
have been. (2) I got lazy with my leaning procedures, using
previous settings or not leaning at all for a few short legs.
(3) I believed the fuel gauges, which indicated that I had
much more fuel than I actually did. (4) At my last stop, I
asked the FBO for some fuel (“comfort fuel”) but their truck
was out of service. So instead of going through the hassle
of taxiing to another FBO, I…decided to go with what I
had…Never again!
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/
April 2006 Report Intake
Air Carrier/Air Taxi Pilots 1982
General Aviation Pilots 696
Controllers 68
Cabin/Mechanics/Military/Other 113
TOTAL 2859
ASRS Alerts Issued in April 2006
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 2
ATC procedure/facility 2
Chart, Publication, or Nav Database 1
Total 5
Meet the Staff
“Minimum Fuel” Does Not Mean
Priority Handling
Recent ASRS incident reports reveal a
common misunderstanding involving
use of the phrase “minimum fuel.”
Pilots may tell ATC that they have
“minimum fuel” with the expectation
that they will receive priority
handling. However, ATC is under no
obligation to provide priority handling
unless the pilot declares a fuel “emergency.” The AIM
　
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