VH-MEH off field landing
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
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deja vu; Check your Pm's please.
43 inches,
easy to put Jet a1 into the wrong aircraft. VH-MEH and P2-MEH parked alongside each other at BNE.
Refueler to his credit would not refuel either aircraft without the PIC being in attendance, just to make sure!.
easy to put Jet a1 into the wrong aircraft. VH-MEH and P2-MEH parked alongside each other at BNE.
Refueler to his credit would not refuel either aircraft without the PIC being in attendance, just to make sure!.
Last edited by Kagamuga; 13th Mar 2024 at 12:08.
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Not the same machine but ya gotta love what can be done -
https://twincommander.com/custom-kit...s/renaissance/
https://twincommander.com/custom-kit...s/renaissance/
Not GAM related, but this reminds me of once finding soil inside the fuel tanks of a Piper Tomahawk at Essendon during a preflight fuel drain. Refused to fly it and the owner said they would sort it out. Turns out they did not for quite some time. Always thought it highly suspicious - the perfect contaminants to block the filter causing an engine failure. It would be difficult to differentiate the cause amongst the burnt out debris field. An insurance claim waiting to happen. Still have a photo sent to me from the hour hungry instructor who worked for the mob when they finally flew it to Moorabbin for inspection - a half a shovel load in each tank.
ATSB Info
ATSB is calling it fuel exhaustion (not starvation)
https://www.atsb.gov.au/publications...rt/ao-2024-008
Coincidentally (or otherwise) I heard a GAM crew asking a Rex crew a few days after this event if they could slow down and let them go number 1 as they were low on fuel.
https://www.atsb.gov.au/publications...rt/ao-2024-008
Coincidentally (or otherwise) I heard a GAM crew asking a Rex crew a few days after this event if they could slow down and let them go number 1 as they were low on fuel.
Nothing on Fight Aware since the incident flight.
Don't know if fitted, but have witnessed before on same type, the pilot pays little to no attention to the fuel gauge and concentrates on the fuel computer ( I would believe which ever one is less ). How accurate is the fuel computer? How accurate are the numbers entered? It might under read a bit or over read a bit which adds up over a few weeks if you are just entering fuel added. If it is under reading , unless you fill tanks full, you will never know until it goes very quiet.
That aircraft type is tricky to physically check a part fuel load. If they depart the main bases with full fuel, it is easy to do a daily check of the computer and gauge when filled again. Possibly their loads limit that.
That aircraft type is tricky to physically check a part fuel load. If they depart the main bases with full fuel, it is easy to do a daily check of the computer and gauge when filled again. Possibly their loads limit that.
Don't know if fitted, but have witnessed before on same type, the pilot pays little to no attention to the fuel gauge and concentrates on the fuel computer ( I would believe which ever one is less ). How accurate is the fuel computer? How accurate are the numbers entered? It might under read a bit or over read a bit which adds up over a few weeks if you are just entering fuel added. If it is under reading , unless you fill tanks full, you will never know until it goes very quiet.
That aircraft type is tricky to physically check a part fuel load. If they depart the main bases with full fuel, it is easy to do a daily check of the computer and gauge when filled again. Possibly their loads limit that.
That aircraft type is tricky to physically check a part fuel load. If they depart the main bases with full fuel, it is easy to do a daily check of the computer and gauge when filled again. Possibly their loads limit that.
It seems that a likely cause was the aircraft wasn't refuelled at all or to the correct full tanks amount and the pilot may not have realised.
The ATSB in their latest report is calling it a "Fuel Exhaustion" indicating they found the tanks to be dry.
Also there are two types of 'full' in a Shrike. There is the slow and steady full, and there is the refueller is in a hurry and has a fast pump full. You can be surprised how much you get short changed with the second one.
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There are several possibilities in running out of fuel on the final stages of flight. .
Significantly fewer of those possibilities exist so soon after take off.
That said I recall a different strike different century (almost) and maybe a different scenario. New (although experienced) pilot returned from his first long flight. Next flight was full tanks. The amount of fuel that went in showed that there would have been about 5 mins flight time remaining on arrival of the inbound aircraft.
Quick calcs showed the fuel burn without leaning the mixtures in cruise would have lead to that fuel burn over that flight.
DCM.
Significantly fewer of those possibilities exist so soon after take off.
That said I recall a different strike different century (almost) and maybe a different scenario. New (although experienced) pilot returned from his first long flight. Next flight was full tanks. The amount of fuel that went in showed that there would have been about 5 mins flight time remaining on arrival of the inbound aircraft.
Quick calcs showed the fuel burn without leaning the mixtures in cruise would have lead to that fuel burn over that flight.
DCM.
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There are several possibilities in running out of fuel on the final stages of flight. .
Significantly fewer of those possibilities exist so soon after take off.
That said I recall a different strike different century (almost) and maybe a different scenario. New (although experienced) pilot returned from his first long flight. Next flight was full tanks. The amount of fuel that went in showed that there would have been about 5 mins flight time remaining on arrival of the inbound aircraft.
Quick calcs showed the fuel burn without leaning the mixtures in cruise would have lead to that fuel burn over that flight.
DCM.
Significantly fewer of those possibilities exist so soon after take off.
That said I recall a different strike different century (almost) and maybe a different scenario. New (although experienced) pilot returned from his first long flight. Next flight was full tanks. The amount of fuel that went in showed that there would have been about 5 mins flight time remaining on arrival of the inbound aircraft.
Quick calcs showed the fuel burn without leaning the mixtures in cruise would have lead to that fuel burn over that flight.
DCM.
No such thing as just culture in the previous century.
It’s been years since I’ve flown a Shrike Commander, however not having a means to dip the tank always made fuel calculations critical unless starting with a full tank.
DF.
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
Age: 69
Posts: 2,971
Received 96 Likes
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55 Posts
Patience was definitely the key with those!
Betcha miss the Minties and Fruitcake slices!
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