Low fuel state - Land immediately?
Join Date: Mar 2005
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Heres a true story. A solo student landed an R22 with the fuel light on at the far side of the airport after miscalculating the fuel requirement. He walked the 1/2 mile back to dispersal as he didnt want to hover taxi with the light on. After bollocking the student the CFI walked back to the helo. Rather than take some fuel he decided to carefully taxi back. It stopped. He rolled it and it was a write off. Dont bother looking for the AAIB report as other factors got blamed and fuel was in the tank by the time the investigators got there. For some there should be a note in the POH 'Dont take off with the light on'. Jeez.
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Low fuel
I have had several low fuel lights in my career and I am never pleased with myself at those times. After flying for several years you get a sense of what is the best course of action , meaning does the damn book save your butt or do you? I will put it down anywhere it will fit if thats what I feel is the right thing at that time. Hell I would rather answer to local cops or FAA than be a NTSB report. Last week I had a engine chip light while HOGE at 1000 AGL with a bunch of other ENG ships, broke off and landed in a shopping center parking lot early AM. Called the mechanic gave the cops my I.D. and walked over to Mickey D's with the reporter and had a nice hot cup of coffee. 30 minutes later after the mechanic found a small peice of carbon on a chip detector I hovered for 5 minutes and went on my way. Another time I was flying tourist in AK and had a engine oil pressure gauge go to zero (faulty gauge) and landed in a river sand bar. Base manager my not have been pleased but what if I had turned back and lost the engine over water or continued up the mountain with no flat terrain for miles. Save your but first and everything else will follow. Bell instructor once told me they cannot possibly think of every combination of events to address in the RFM so use common sense.
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Jack Plug
That's exactly what happened to me - well almost. I was on the first flight of a used Hughes 269B. Although I started off with plenty of fuel for the intended destination, I had to divert and land because of a bad thunderstorm. When I arrived about 3000 ft. short of the hangar at the destination airport the low fuel light came on at approximately 200 ft. agl. It was a pretty scary feeling. I decided to put it down on the grass and walk the rest of the way. I often wondered if I should have hover taxied to the hangar but after reading your post I feel vindicated. Better safe than sorry.
That's exactly what happened to me - well almost. I was on the first flight of a used Hughes 269B. Although I started off with plenty of fuel for the intended destination, I had to divert and land because of a bad thunderstorm. When I arrived about 3000 ft. short of the hangar at the destination airport the low fuel light came on at approximately 200 ft. agl. It was a pretty scary feeling. I decided to put it down on the grass and walk the rest of the way. I often wondered if I should have hover taxied to the hangar but after reading your post I feel vindicated. Better safe than sorry.
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The attitude of the helicopter at the time the low fuel light comes on plays a part too. Have seen it go on in the R44 in cruise, then flicker on approach, and go off upon landing.
So when to initiate the emergency procedure/timing?
Personally, I'd do it at the first flicker.
So when to initiate the emergency procedure/timing?
Personally, I'd do it at the first flicker.
Australian bad fuel management history
Our CASA said a few years ago that one aircraft ran out of fuel in flight every 8.6 days. Their opinion and that of ATSB, is that it had slipped to maybe one very week by now, that is. it is getting worse rather than better.
That is the ones we know about!
Do your maths - 12,500 aircraft, of which 1,300 are helicopters.
Now with GPS and vastly improved weather forecasting, there should be an improvement overall, but it seems to be the opposite?
So what are your thoughts on this unwanted silence??
That is the ones we know about!
Do your maths - 12,500 aircraft, of which 1,300 are helicopters.
Now with GPS and vastly improved weather forecasting, there should be an improvement overall, but it seems to be the opposite?
So what are your thoughts on this unwanted silence??
It's been rumoured it can happen to anyone:
For example, 2 CFS QHIs and 2 student QHIs returning to Shawbury from Valley in a Gazelle.
Apparently the low fuel warning came on about 10 minutes into the 40 minute trip!
Even 4 pairs of eyes can be distracted.
For example, 2 CFS QHIs and 2 student QHIs returning to Shawbury from Valley in a Gazelle.
Apparently the low fuel warning came on about 10 minutes into the 40 minute trip!
Even 4 pairs of eyes can be distracted.
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212 man - The scenario you picture there - out at sea, big aircraft, falling MGB pressure, failure likely. Sea state is pretty bad. Would you ditch immidiately or continue the flight at slow speed, say 10 or 15 knots at just above the sea surface to try and get in ? What do general SOP's say on this ?
Join Date: Jul 2002
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CocoJoe,
I read you there!
It get's really bad if you do sling work with the R-44.
You fly low fuel to max sling load.
Release load, R-44 goes tail low, it looks like enough fuel for another run. Hook up new load, pick it up, go fly and fuel looks reeaaally low!
If you have a R-44-I in the tropics it get's a little tough to reach max hookload with decent fuel.....
However, at first flicker, you are right, down and land, ....
if you can!
3top,
I read you there!
It get's really bad if you do sling work with the R-44.
You fly low fuel to max sling load.
Release load, R-44 goes tail low, it looks like enough fuel for another run. Hook up new load, pick it up, go fly and fuel looks reeaaally low!
If you have a R-44-I in the tropics it get's a little tough to reach max hookload with decent fuel.....
However, at first flicker, you are right, down and land, ....
if you can!
3top,
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The fuel gauge didn't just suddenly jump to empty. If you've been paying any attention at all, you knew the fuel was getting low long before the light came on. The time to worry about it was long ago.
That said, it does depend a lot on the type you're flying. I've never been inside a Robinson, so I can't comment on them. However, I've had a low fuel light many, many times in a Bell 412SP, and seldom worried about it. If you calculated your fuel burn correctly, you'll get one almost every flight inbound to shore, because it comes on with 30 minutes, or more, of fuel remaining. This is not to be confused with a straight 412, however, because those lights come on with about 10 minutes of fuel, and you never want to see the light in those.
Flying every day over areas where you're going to sleep with the fishes if you miscalculate teaches you to keep an eye on the fuel gauge at all times.
That said, it does depend a lot on the type you're flying. I've never been inside a Robinson, so I can't comment on them. However, I've had a low fuel light many, many times in a Bell 412SP, and seldom worried about it. If you calculated your fuel burn correctly, you'll get one almost every flight inbound to shore, because it comes on with 30 minutes, or more, of fuel remaining. This is not to be confused with a straight 412, however, because those lights come on with about 10 minutes of fuel, and you never want to see the light in those.
Flying every day over areas where you're going to sleep with the fishes if you miscalculate teaches you to keep an eye on the fuel gauge at all times.
Robs,
Simple solution would be to figure out which aircraft it is that runs out of fuel...if it is only one as you say....it should be fairly easy to do. Just ground that thing and it should end the problem.
Gomer P...
Ever pump your Aux fuel over the side in flight because you forgot to shut off the Aux Transfer Pump? On the S-58T, with 1800-1900 pounds in the external tank....that could put a wee cramp in your fuel plan. (So the big boys tell me.....never having done that myself!)
What always struck me as odd, forget to shut the transfer pump off and it pumps 10,000 pounds per minute. Wait too late to turn it on and it pumps at fuel burn minus 250 pounds per hour.
Simple solution would be to figure out which aircraft it is that runs out of fuel...if it is only one as you say....it should be fairly easy to do. Just ground that thing and it should end the problem.
Gomer P...
Ever pump your Aux fuel over the side in flight because you forgot to shut off the Aux Transfer Pump? On the S-58T, with 1800-1900 pounds in the external tank....that could put a wee cramp in your fuel plan. (So the big boys tell me.....never having done that myself!)
What always struck me as odd, forget to shut the transfer pump off and it pumps 10,000 pounds per minute. Wait too late to turn it on and it pumps at fuel burn minus 250 pounds per hour.
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Gomer,
You are right about putting yourself into the corner, but if you have to start half way into the corner puts it a little closer to the edge....
External load with a R44-I in the tropics (heat aand humidity don't help performance a lot...)
3top,
You are right about putting yourself into the corner, but if you have to start half way into the corner puts it a little closer to the edge....
External load with a R44-I in the tropics (heat aand humidity don't help performance a lot...)
3top,
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No, I never flew the S58T. The only model I've flown with aux tanks is the 412, and those just recirculate the fuel back into the aux tanks, not overboard.
I've flown with very little fuel to start with, and it's common to head in with just enough fuel to get to the beach with reserves. It's possible to get in trouble this way, of course, but it's also prudent to keep an eye on the fuel state as the flight progresses. Unexpected weather can catch you without enough fuel to return to a platform, and not enough to circumnavigate it, if you're not careful. When you're starting with barely enough fuel, you have to be very careful as you go.
I've flown with very little fuel to start with, and it's common to head in with just enough fuel to get to the beach with reserves. It's possible to get in trouble this way, of course, but it's also prudent to keep an eye on the fuel state as the flight progresses. Unexpected weather can catch you without enough fuel to return to a platform, and not enough to circumnavigate it, if you're not careful. When you're starting with barely enough fuel, you have to be very careful as you go.
