B200 Dual engine failure - forced lob into W'boom
Join Date: Mar 2005
Location: Behind 1480mm RHA equivalent
Posts: 687
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by wheels up
Hey Shrike - I have supernatural powers of observation. Which is why I notice I have exactly the same number of posts as you. Except now i got one more.
P.S. +1, just to keep it even
Join Date: May 2001
Location: A very Dark Place
Posts: 153
Likes: 0
Received 0 Likes
on
0 Posts
Over and gout... nor can I! It was a difficult call. Ho hum!
dakotanorb... Just a couple of points. If you write the fuel remaining in the logs (maybe based on fuel burn if the gauges are duff), that is nice and dandy in Europe. Unfortunately, south of the Sahara, fuel is often stolen from the tanks overnight, in plastic carrrier bags no less! Lots of them!! As to
... this is, unfortunately, a common tyro's error on the 200. This WILL NOT guarantee full tanks. Use finger. This is probably not allowed in Europe for Health and Safety reasons due to the carcinogenic nature of Jet A1. I guess a strong twig from the side of the apron would do.
dakotanorb... Just a couple of points. If you write the fuel remaining in the logs (maybe based on fuel burn if the gauges are duff), that is nice and dandy in Europe. Unfortunately, south of the Sahara, fuel is often stolen from the tanks overnight, in plastic carrrier bags no less! Lots of them!! As to
Just open the filler cap and if you see fuel then they are full.
Join Date: May 2006
Location: Africa
Age: 44
Posts: 237
Likes: 0
Received 0 Likes
on
0 Posts
I have never flown a 1900 or a 200 with functioning guages, we have replaced sensors, controll units and guages and still the bastards over read. the best way i have found is to go through the months flight folio, look at all the fuel uplifted and divide it into the hrs flown, for planning the guys always say 700lbs 1st hr and 600lbs fuel every hr after that, i have however found that some 200's use 650lbs and 550lbs, its all about taking the time to know your a/c and save yourself from something like this. having said that, i always take off with minimum of full mains and limit pax to 8, then you always know whats in the tank. (easy to do on contract though, not so easy on a charter) but if the company is not prepared to give you a fully functional a/c, they must be prepared to loose business and limit pax numbers.
Join Date: Feb 2003
Location: Germany
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
Europeans got no clue of Africa?????
Hi Gerund,
Just a few points here:
Yes, fuel gets stolen in plastic bags and even 200 liter drums in Goma. We filled up Red X 906 to the top and the right rear tank was empty in the morning. The fuel gauge showed it and on the normal water check there was no fuel coming from the drain. There were 3 indications that the required fuel was not on board any more.
Both engines died on Red X 119 on Taxi after re-fueling in Mazar-e Sharif. The reason was that the lid of the Red X refueling truck was left open in heavy rain.
I like the tort of Contract Dog to check the logs out. This is a good start to prevent a dead stick landing.
There is a lot to be aware of to stay alive in aviation and the goal has to be to learn from peoples experiences. No one will stay alive to do all the mistakes him self.
Fly save.
Just a few points here:
Yes, fuel gets stolen in plastic bags and even 200 liter drums in Goma. We filled up Red X 906 to the top and the right rear tank was empty in the morning. The fuel gauge showed it and on the normal water check there was no fuel coming from the drain. There were 3 indications that the required fuel was not on board any more.
Both engines died on Red X 119 on Taxi after re-fueling in Mazar-e Sharif. The reason was that the lid of the Red X refueling truck was left open in heavy rain.
I like the tort of Contract Dog to check the logs out. This is a good start to prevent a dead stick landing.
There is a lot to be aware of to stay alive in aviation and the goal has to be to learn from peoples experiences. No one will stay alive to do all the mistakes him self.
Fly save.
Join Date: Oct 2005
Location: South africa
Posts: 29
Likes: 0
Received 0 Likes
on
0 Posts
an aircraft to run out of fuel
For an aircraft to run out of fuel is, to say the least, much more than an oversight! These were the words of an aviation safety consultant after the recent incident involving the flight of a King Air 200 aircraft which took off from the Kruger Park International Airport bound for Lanseria International Airport.
The pilot had to make a “dead stick” emergency landing at Wonderboom Airport after running out of fuel, and was praised as having done an amazing job – narrowly avoiding disaster. On board were two American families, including their children. Nevertheless the pilots were suspended and the SA CAA has had their licences rescinded for not checking that there was in fact sufficient fuel on board to cover the flight.
A full-scale investigation is pending and the operator is not prepared to say any more – not wanting to compromise his or the CAA’s investigation.
What has come out of the woodwork is a statement that the aircraft had a history of recurrent faulty fuel gauges. Since there is no other way of ascertaining the quantity of fuel on board, ie dip or drip sticks, other than to rely on the fuel gauge system, or to drain the fuel tanks and refill them, this surely is justification for grounding the aircraft until the problem has been resolve conclusively.
This kind of problem does not fall within the bounds of “allowable efficiencies for flight” and it is hoped that the CAA takes the same view and regulates accordingly.
The pilot had to make a “dead stick” emergency landing at Wonderboom Airport after running out of fuel, and was praised as having done an amazing job – narrowly avoiding disaster. On board were two American families, including their children. Nevertheless the pilots were suspended and the SA CAA has had their licences rescinded for not checking that there was in fact sufficient fuel on board to cover the flight.
A full-scale investigation is pending and the operator is not prepared to say any more – not wanting to compromise his or the CAA’s investigation.
What has come out of the woodwork is a statement that the aircraft had a history of recurrent faulty fuel gauges. Since there is no other way of ascertaining the quantity of fuel on board, ie dip or drip sticks, other than to rely on the fuel gauge system, or to drain the fuel tanks and refill them, this surely is justification for grounding the aircraft until the problem has been resolve conclusively.
This kind of problem does not fall within the bounds of “allowable efficiencies for flight” and it is hoped that the CAA takes the same view and regulates accordingly.
