Running out of Fuel
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Running out of Fuel
I currently subscribe to the ATSB reports so when they are release I have them emailed to me. I have noticed in the last 12 to 18 months a disturbing tend of pilots suffering from fuel exhaustion, with differs from fuel starvation. (fuel starvation is when there is a problem with the fuel system but there is still fuel on board). My question is quite simple.
With all the experts on aviation in this world. Why is there still fuel exhaustion accidents? and how do we as an industry fix the problem?
Do you think the dropping of mandatory fuel reserves, such as the 45 minutes fixed reserves has caused the problem ? What about the automation of the flight planning, the removal of the briefing office at our GAAP aerodromes, the loss of many experienced flight service officers, the ability to fly anywhere in Australia on a VFR flight with out having to submit a flight plan. Do you think they have contributed to the problem
What are your thoughts????????
With all the experts on aviation in this world. Why is there still fuel exhaustion accidents? and how do we as an industry fix the problem?
Do you think the dropping of mandatory fuel reserves, such as the 45 minutes fixed reserves has caused the problem ? What about the automation of the flight planning, the removal of the briefing office at our GAAP aerodromes, the loss of many experienced flight service officers, the ability to fly anywhere in Australia on a VFR flight with out having to submit a flight plan. Do you think they have contributed to the problem
What are your thoughts????????
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Wagit
Obviously a human factors problem. But go back twenty years and you may find the answer.
The closure of briefing offices eliminated the second check that was performed by briefing officers who would vet your plan and ensure, the paperwork at least, was feasible.
For IFR there was the operational control which ensured the diversion or continuation of flight and the request for ‘endurance’ when things were sticky.
But how much does GPS contribute to VCA’s and fuel problems. Tracking direct to a destination is so simple. It doesn’t require ‘revised estimate’, calculation of TAS and G/S, determination of W/V or cross checking enroute waypoints. One simply plods on to the end of the flight. If one is early he/she will hit the control zone boundary before realisation sets in…VCA. If one is late the tanks will run dry.
There is no formal course for PPL in the proper use and programming of flight plans in the readily available handheld GPS receivers.
There is no training in the need to use GPS in conjunction with a properly prepared flight plan AND a formal flight log.
Finally aviation seems to lack the discipline that CFI’s and CP’s instilled twenty years ago.
Obviously a human factors problem. But go back twenty years and you may find the answer.
The closure of briefing offices eliminated the second check that was performed by briefing officers who would vet your plan and ensure, the paperwork at least, was feasible.
For IFR there was the operational control which ensured the diversion or continuation of flight and the request for ‘endurance’ when things were sticky.
But how much does GPS contribute to VCA’s and fuel problems. Tracking direct to a destination is so simple. It doesn’t require ‘revised estimate’, calculation of TAS and G/S, determination of W/V or cross checking enroute waypoints. One simply plods on to the end of the flight. If one is early he/she will hit the control zone boundary before realisation sets in…VCA. If one is late the tanks will run dry.
There is no formal course for PPL in the proper use and programming of flight plans in the readily available handheld GPS receivers.
There is no training in the need to use GPS in conjunction with a properly prepared flight plan AND a formal flight log.
Finally aviation seems to lack the discipline that CFI’s and CP’s instilled twenty years ago.
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Blue Hauler, The Day VFR Syllabus Element 12.8 stipulates ADF, VOR, DME, and GPS. I suppose if the aircraft does not have any, you can't learn and be tested. You can bring your own GPS or find an aircraft that has one. Those Students who want the training, can get it and those who don't will not listen anyway.
You cant blame running out of fuel on the GPS or lack of one. The GPS does not order the fuel nor plan the refuelling stops. The engine does not know whether the GPS is on or not, it uses fuel just the same. The GPS also does not monitor the nut behind the wheel.
You cant blame running out of fuel on the GPS or lack of one. The GPS does not order the fuel nor plan the refuelling stops. The engine does not know whether the GPS is on or not, it uses fuel just the same. The GPS also does not monitor the nut behind the wheel.
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Blue Hauler has hit the mark. There is a general lack of attention to flight planning and navigation, both of which create a sense of (amongst other things) fuel awareness.
Like most problems in aviation there is no simple quick fix. A combination of sound training and comprehensive testing will establish a basic standard, but the maintenance and gradual improvement of that standard requires a combination of professional self discipline, a "hands on" chief pilot, and company culture which encourages both.
Like most problems in aviation there is no simple quick fix. A combination of sound training and comprehensive testing will establish a basic standard, but the maintenance and gradual improvement of that standard requires a combination of professional self discipline, a "hands on" chief pilot, and company culture which encourages both.
Wagit, do you have any records on the historical rate of fuel exhaustion accidents in this country? It would be interesting to see if there has actually been an increase in the number per flying hour, or some similar indicator.
I reckon that the requirement to ensure that you load on enough fuel to safely complete the flight you're about to embark on is so fundamental that it would be very surprising to find that the advent of GPS has caused people to become cavalier enough to stop worrying about it!
My guess would be that as many people were running out of fuel years ago as do now.
I reckon that the requirement to ensure that you load on enough fuel to safely complete the flight you're about to embark on is so fundamental that it would be very surprising to find that the advent of GPS has caused people to become cavalier enough to stop worrying about it!
My guess would be that as many people were running out of fuel years ago as do now.
Props are for boats!
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I agree with arm out the window, the Advent of GPS, hasnt necessarily contrbuted to amount of fuel exhaustion accidents or incidents.
I can undestand, one getting blazay about continueing to a alternate destination, by just hiting NEAREST an GOTO DIRECT to get there on the GPS. But to use that feature only, (and I must admit before any GPS training I did the same), is really only using the equipment in limited form.
Most GPS have a fuel page, some even with fuel management pages these days integrated with Shadin Fuel Computers DATA INPUT and alike, make management easier. This knowledge as well as normal manual fuel planning shoud be adhered to in Flying Schools.Wether it IS or ISNT part of the syllabus, it should be included.
It seems inflight re-calculation needs to be looked at during training awell.
Regards
Sheep
I can undestand, one getting blazay about continueing to a alternate destination, by just hiting NEAREST an GOTO DIRECT to get there on the GPS. But to use that feature only, (and I must admit before any GPS training I did the same), is really only using the equipment in limited form.
Most GPS have a fuel page, some even with fuel management pages these days integrated with Shadin Fuel Computers DATA INPUT and alike, make management easier. This knowledge as well as normal manual fuel planning shoud be adhered to in Flying Schools.Wether it IS or ISNT part of the syllabus, it should be included.
It seems inflight re-calculation needs to be looked at during training awell.
Regards
Sheep
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Automation - GPS, Computerised Flight Planning, Computerised WX downloads- you don’t have to think about the WX and Notam info you might need or want “it” just prints it out, Auto Pilot, FMS, yes and even ATC. All designed to enhance safety and convenience.
The down side is these items give you choices to consider (sometimes information over load) rather than make you think about the choices you might have to look for, a passive processor of information rather than an active information gather – subtle difference.
The modern technical devices available these days can leave some pilots less in control than they should be and more the “thing” will do it for me- have you ever heard of high tech a/c and the pilot saying “what’s it doing now”, believe me it happens!!!!.
As far as Fuel Exhaustion situations occurring in all this, it is one of the things that the pilot, through technological advances, tends to think less and less of. IMHO the technological advancements have tended to reduce the pilot’s perspective of situational awareness.
The down side is these items give you choices to consider (sometimes information over load) rather than make you think about the choices you might have to look for, a passive processor of information rather than an active information gather – subtle difference.
The modern technical devices available these days can leave some pilots less in control than they should be and more the “thing” will do it for me- have you ever heard of high tech a/c and the pilot saying “what’s it doing now”, believe me it happens!!!!.
As far as Fuel Exhaustion situations occurring in all this, it is one of the things that the pilot, through technological advances, tends to think less and less of. IMHO the technological advancements have tended to reduce the pilot’s perspective of situational awareness.
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Interesting
To me a fuel exhaustion accident or incident does not occur because of one issue. It seems to occur because of a chain of events. The pilot doesn't recognise the chain of events and the next thing he/she knows is they are out of fuel.
I believe the issues of no operational control, no briefing office, GPS, automation of flight planning are all secondary failures or to use the ATSB words "latent failure" In other words if the briefing office or operational control was still with us it may break the chain of events leading up to the accident. If the GPS and automation technology wasn't with us then pilots may require to put more thought into the planning process which again would break the chain of events.
As for chief pilots being more hands on, I agree. But in the end the chief pilot can't check every plan and every flight. He relies on the pilot to do his or her job professionally.
With regards to the increase or decrease in fuel exhaustion or starvation accidents I think the ATSB keeps records on this and actually has released a discussion paper on the issue.
Aviation Safety - Discussion Paper: Australian Aviation Accidents Involving Fuel Exhaustion and Starvation. http://www.atsb.gov.au/atsb/discuss/fuel.cfm
Some interesting facts in this paper. Fuel Starvation accidents for the past 20 years remain relatively the same. Fuel exhaustion accidents down by 29%. During the period of 1991 to 2000 there was 139 fuel related accidents costing 49 lives and $63 to $127 million.
Any lost of life to me is not acceptable. But to lose 49 souls and cost the community $127 million is a big cost for a small industry such as aviation. I think as an aviation community we need to decrease the fuel exhaustion and starvation rate even further. How do we do it ??????
To me a fuel exhaustion accident or incident does not occur because of one issue. It seems to occur because of a chain of events. The pilot doesn't recognise the chain of events and the next thing he/she knows is they are out of fuel.
I believe the issues of no operational control, no briefing office, GPS, automation of flight planning are all secondary failures or to use the ATSB words "latent failure" In other words if the briefing office or operational control was still with us it may break the chain of events leading up to the accident. If the GPS and automation technology wasn't with us then pilots may require to put more thought into the planning process which again would break the chain of events.
As for chief pilots being more hands on, I agree. But in the end the chief pilot can't check every plan and every flight. He relies on the pilot to do his or her job professionally.
With regards to the increase or decrease in fuel exhaustion or starvation accidents I think the ATSB keeps records on this and actually has released a discussion paper on the issue.
Aviation Safety - Discussion Paper: Australian Aviation Accidents Involving Fuel Exhaustion and Starvation. http://www.atsb.gov.au/atsb/discuss/fuel.cfm
Some interesting facts in this paper. Fuel Starvation accidents for the past 20 years remain relatively the same. Fuel exhaustion accidents down by 29%. During the period of 1991 to 2000 there was 139 fuel related accidents costing 49 lives and $63 to $127 million.
Any lost of life to me is not acceptable. But to lose 49 souls and cost the community $127 million is a big cost for a small industry such as aviation. I think as an aviation community we need to decrease the fuel exhaustion and starvation rate even further. How do we do it ??????
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Fuel Exhaustion
It is an amazing thing that many newly licenced pilots are unable to tell me what their endurance is when asked during a flight.
Equally amazing is the number of pilots fronting for their first BFR who cannot calculate an endurance figure to save their lives.
If you ask most "experienced" `PPLs questions regarding their aircrafts fuel usage characteristics they look at you with glazed eyes.
The points above are my theory as to why pilots run out of fuel (and I didn't mention GPS once)
Any thoughts anyone?
Equally amazing is the number of pilots fronting for their first BFR who cannot calculate an endurance figure to save their lives.
If you ask most "experienced" `PPLs questions regarding their aircrafts fuel usage characteristics they look at you with glazed eyes.
The points above are my theory as to why pilots run out of fuel (and I didn't mention GPS once)
Any thoughts anyone?
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An aircraft runs out of fuel every 7.3 days according to the ATSB. And they are only the ones they hear about.
We are definitely getting it wrong. Have a look at the average Private Pilot's in-flight fuel log sometime. You will be lucky to see one and if you do, most of the time they are grossly wrong.
We are definitely getting it wrong. Have a look at the average Private Pilot's in-flight fuel log sometime. You will be lucky to see one and if you do, most of the time they are grossly wrong.
People, it isnt just the PPL's running out of fuel... I can think of a number of CPL's who have done it.. the C310 at Newman, the Nomad on the beach in Queensland, a Lance on a charter in NSW.
They are only the ones I remember! Given that PPL's outnumber the everyone else, statistically they will have the greater number of fuel starvation/exhaustion accidents.
Bevan..
They are only the ones I remember! Given that PPL's outnumber the everyone else, statistically they will have the greater number of fuel starvation/exhaustion accidents.
Bevan..
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Bevan 666
I agree it is not just PPL holders that are running out of fuel it is also CPL and ATPL holders.
What does that tell us about the standard of pilot this country is producing??????
I mean we have introduced competency standards and still we are not improving......... Now don't get me wrong I'm not knocking instructors or the flying training industry these guys are doing it tough just like every one else.
I remember a little saying told to me a long time ago. Previous Preparation Prevents Poor Performance.
I agree it is not just PPL holders that are running out of fuel it is also CPL and ATPL holders.
What does that tell us about the standard of pilot this country is producing??????
I mean we have introduced competency standards and still we are not improving......... Now don't get me wrong I'm not knocking instructors or the flying training industry these guys are doing it tough just like every one else.
I remember a little saying told to me a long time ago. Previous Preparation Prevents Poor Performance.
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Blue Hauler
I agree with you. I have seen too many young aces who have no idea how to map read or navigate unless the GPS gives them the info.
Very sad reflection on the current instuctional ideas.
I agree with you. I have seen too many young aces who have no idea how to map read or navigate unless the GPS gives them the info.
Very sad reflection on the current instuctional ideas.
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Seems some people have interpreted my contribution as an attack on PPL holders, read it again in the context of holders of all licence types and you may see a different picture. while it may be a factor , the current methods used for flying instruction are a poor excuse for many pilots inability to "control" their fuel.
What it boils down to is that many pilots dont deserve their tickets but the industry has no means to pull then and CASA has'nt the guts to do it either (although in their case they DO have the power)
What it boils down to is that many pilots dont deserve their tickets but the industry has no means to pull then and CASA has'nt the guts to do it either (although in their case they DO have the power)
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I'm currently doing my navex's at the moment and have been taught to draw up a fuel plan and to log my fuel all the way through the flight. I don't understand how one can run out of fuel if one is doing the clearoffs throughout the flight as well.
If this is the norm in instruction, I guess my question would be, is there a lacksadaisical attitude that slips in after gaining a licence? Could this be because there is no longer scrutiny by an instructor and the pilots feel they do not have to "do this" anymore?
I would like to think this is not the case and that I would continue to do as taught even when I am a more experienced pilot.
If this is the norm in instruction, I guess my question would be, is there a lacksadaisical attitude that slips in after gaining a licence? Could this be because there is no longer scrutiny by an instructor and the pilots feel they do not have to "do this" anymore?
I would like to think this is not the case and that I would continue to do as taught even when I am a more experienced pilot.
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Blue Hauler
As usual spot on.
My favourite question to the GPS flogger "I know that's what it says but where, exactly, are we.?" was often met with a puzzled look.
Having said that, there is too much reliance on six decimal place computer calculation of fuel and flight plan, without what you and I were taught as standing back and seeing if the result was correct "by inspection"
The reliance today on "well that's what the computer or programme says so it must be right" without checking to see if it makes sense is scary.
Neither do they seem to carry as a matter of course a continuously updated picture in their heads of where they are in space.
It is too many moons ago for me to remember how I got to do it, but is this something that comes with experience or does it have to be taught
I think it is called SA, at least it was.
By applying a bit of 'nouse it is possible (to the amazement of many youngsters) to construct a perfectly serviceable "plan" from A to B using nothing else but a pencil. No protractor, ruler, whiz wheel, calculator. Even a good quality Shell road map will do.
Kiddies do not try this at home.
BTW there is no possible reason for running out of fuel whilst airbourne.
As usual spot on.
My favourite question to the GPS flogger "I know that's what it says but where, exactly, are we.?" was often met with a puzzled look.
Having said that, there is too much reliance on six decimal place computer calculation of fuel and flight plan, without what you and I were taught as standing back and seeing if the result was correct "by inspection"
The reliance today on "well that's what the computer or programme says so it must be right" without checking to see if it makes sense is scary.
Neither do they seem to carry as a matter of course a continuously updated picture in their heads of where they are in space.
It is too many moons ago for me to remember how I got to do it, but is this something that comes with experience or does it have to be taught
I think it is called SA, at least it was.
By applying a bit of 'nouse it is possible (to the amazement of many youngsters) to construct a perfectly serviceable "plan" from A to B using nothing else but a pencil. No protractor, ruler, whiz wheel, calculator. Even a good quality Shell road map will do.
Kiddies do not try this at home.
BTW there is no possible reason for running out of fuel whilst airbourne.
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cficare
The answer to the problem is not taking peoples licences off them. To take someone pilot licence away after it was issued because they where incompetent is like shutting the gate after the horse has bolted.
If CASA was really serious about aviation safety and the issue of competent flight crew. They should get out into the flying school and aero club scene and start do some education.
For example: Sitting in on instructor rating course, sitting in on PPL and CPL theory course, picking up flight tests.
When they recognises a problem instead of sending the lawyers in to take enforcement action they should sit down with the CFI and Instructional staff a discuss the issues and find a plan to resolve them.
Buy taking someone licence away from them only solves the issue for the pilot in question. Lets face it the pilot is only a product of his or her training.
Ask yourself these question
1. When was the last time a CASA FOI was in your flying school?
2. How often do they visit you to watch a test or an instructional sortie?
3. When did they last discuss issues they are seeing in piloting skill such as fuel exhaustion?
Lets face it are the senior management of CASA really serious and concerned about aviation safety. They would attack the root causes of safety issues and not the results of them
The answer to the problem is not taking peoples licences off them. To take someone pilot licence away after it was issued because they where incompetent is like shutting the gate after the horse has bolted.
If CASA was really serious about aviation safety and the issue of competent flight crew. They should get out into the flying school and aero club scene and start do some education.
For example: Sitting in on instructor rating course, sitting in on PPL and CPL theory course, picking up flight tests.
When they recognises a problem instead of sending the lawyers in to take enforcement action they should sit down with the CFI and Instructional staff a discuss the issues and find a plan to resolve them.
Buy taking someone licence away from them only solves the issue for the pilot in question. Lets face it the pilot is only a product of his or her training.
Ask yourself these question
1. When was the last time a CASA FOI was in your flying school?
2. How often do they visit you to watch a test or an instructional sortie?
3. When did they last discuss issues they are seeing in piloting skill such as fuel exhaustion?
Lets face it are the senior management of CASA really serious and concerned about aviation safety. They would attack the root causes of safety issues and not the results of them
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I Fly
If you care to look at the statistics of the fuel exhaustion accidents in the ATSB report some thirty-five percent occurred to aircraft engaged in Private Operations. My reference to GPS raises concerns I have had for a number of years due to the reliance on GPS as a sole means of navigation and the resulting ‘tunnel vision’ that pilots develop with constant use of the ‘DTO’ button. Or as Gaunty has alluded, ‘Situation Awareness.
Operators who use FMS with GPS sensors (usually backed up with multiple DME and VOR sensors) probably have instituted strict procedures for pre-flight and in-flight use of the equipment. In addition such systems generally display additional information such as the present and destination fuel-state, weight, range and endurance. A graphical display appears overlaid on the radar or MFD. The box allows the programming of SIDs and STARS and most ILS/LLZ/GPS-NPA. Many of the procedures developed by operators are not unlike those contained in the syllabus at 12.8. In addition comparison with enroute aids and the flight plan will quickly highlight deficiencies in programming or pre-flight preparation.
In conducting BFR’s I ask the pilot if he owns or uses a GPS. Those that do, display a lack of discipline in its operation and have never received formal instruction in its use. Unlike the NDB and VOR, most early PPL’s will gravitate rapidly towards a GPS because of its reliability, ease of use and availability (Dick Smith Electronics).
I think the BFR is a good opportunity to intercept those pilots who misuse GPS and, for thirty or forty minutes effort, set them on the right track to its use.
… if the aircraft does not have any, you can't learn and be tested….Those Students who want the training, can get it and those who don't will not listen anyway…
Operators who use FMS with GPS sensors (usually backed up with multiple DME and VOR sensors) probably have instituted strict procedures for pre-flight and in-flight use of the equipment. In addition such systems generally display additional information such as the present and destination fuel-state, weight, range and endurance. A graphical display appears overlaid on the radar or MFD. The box allows the programming of SIDs and STARS and most ILS/LLZ/GPS-NPA. Many of the procedures developed by operators are not unlike those contained in the syllabus at 12.8. In addition comparison with enroute aids and the flight plan will quickly highlight deficiencies in programming or pre-flight preparation.
In conducting BFR’s I ask the pilot if he owns or uses a GPS. Those that do, display a lack of discipline in its operation and have never received formal instruction in its use. Unlike the NDB and VOR, most early PPL’s will gravitate rapidly towards a GPS because of its reliability, ease of use and availability (Dick Smith Electronics).
I think the BFR is a good opportunity to intercept those pilots who misuse GPS and, for thirty or forty minutes effort, set them on the right track to its use.