Nathan Young
June 10th 04, 01:42 PM
I once stopped at an FBO in Minneapolis with a Seneca. The lineman
brought out the JET-A truck. Scary to think what could happen if I
wasn't paying attention.
I'm sure the larger piston twins (Navajo, 421, etc) have this happen
even more often.
On Wed, 09 Jun 2004 14:33:00 GMT, "Helix" >
wrote:
>For more hints on Precise Flying and Safety...Click Here
>A simple test of AVGAS for Jet Fuel Contamination
>Fred H. Quarles ATP-CFII(resume)
>
>
>Fueling Safety
>
>Certain piston aircraft are particularly susceptible to mis-fueling
>incidents and you should be especially vigilant if you are flying one of
>these birds.
>
>Among them are the TURBO charged versions of many airplanes. In the desire
>to be the hottest thing going, manufacturers often labeled their aircraft
>"TURBO" or some such designation. And inadequately trained linemen thinking
>that these were kerosene burning jet airplanes of some sort often put JET
>FUEL where AVGAS should have gone.
>
>This created a lethal comgination for many unsuspecting pilots. The plane
>would start and apparently run ok, even enough for takeoff, but would start
>having engine detonation problems about the time the point of no return was
>reached on takeoff, causing a engine failure shortly after takeoff at low
>altitude, resulting in a fatal crash."
>
>This scenario has been repeated many times, usually with some pilot and
>passengers getting killed.
>
>Aero Commander aircraft seem to be particularly susceptible to this sort of
>mis-fueling, as do Piper Turbo Arrow aircraft and other airplanes with TURBO
>painted on them
>
>
>IF You Suspect Fuel Contamination
>Do NOT FLY!!!
>Check it out first.
>
>A simple way to test for jet fuel contamination of AVGAS is to take a fuel
>sample, put a drop of fuel on a piece of white paper.
>
>If there is a 5% or more concentration of jet fuel in the avgas, it will
>leave a visible oily residue, turning the paper translucent. If it is avgas
>only, the avgas will evaporate cleanly and leave no trace.
>(I developed this test and gave it to the AOPA Air Safety Foundation. It was
>later validated by NASA. You can get a copy of the report from AOPA ASF,
>Frederick Airport, Frederick, MD)
>
>Another way to avoid fueling accidents is to
>BE PRESENT EVERY SINGLE TIME WHEN YOUR PLANE IS RE-FUELED.
>NEVER TURN YOUR BACK ON THIS PROCEEDING.
>
>Always VISUALLY Check the fuel truck to be sure you are getting the
>appropriate fuel Yourself. LOOK AT THE FUEL TRUCK.
>
>Always VISUALLY CHECK THE FUEL LEVEL YOURSELF AFTER FUELING.
>(lOOK INSIDE THE TANK)
>
>ALWAYS put the fuel cap back on YOURSELF. Check that it is secure so it
>won't come loose in flight.
>
>NEVER RELY ON A LINEMAN FOR THESE PARTICULAR INSPECTIONS.
>
>The Most Common Cause of Inflight Engine Failure
>Running out of fuel is the most common cause of in flight engine failure.
>If you follow the safety procedures above, you can go a long way to
>preventing an engine failure.
>
>
>EVERY Flight
>
>(1) Watch the re-fueling. BE PRESENT while this is going on.
>(2) Visually make sure they are puttinG the right sort of fuel in the
>aircraft. (the truck is marked AVGAS or JET FUEL.... Look at it
>(3) Look in the tank after the fueling and KNOW what the fuel level is.
>(4) ALWAYS Put the fuel cap back on YOURSELF. Make sure it is aligned
>properly and closes properly.
>If it comes loose your fuel will siphon out without your being aware of what
>is happening.
>(5) Keep a LARGE RESERVE of fuel. The lower your experience level the more
>important this is.
>It gives you the luxury of time to sort out a problem if you are lost,
>dis-oriented, or otherwise have a time consuming problem in flight. If you
>are low on fuel, your anxiety level will increase exponentially, making it
>difficult to think under stress and increase your chance of an accident.
>
>After my first experience long ago in nearly running out of gas, I have made
>it a practice, to KEEP ONE FULL TANK in reserve. I use a little bit of it in
>flight to confirm it is not contaminated and I when I am sure it is ok, I
>use it for the next takeoff and keep the other tank full for the next leg.
>This way, I minimize further the chance of getting caught by surprise,
>either on takeoff or landing, with contaminated fuel.
>
>Losing an engine on takeoff, at night, or on landing is VERY DISCONCERTING.
>
>Today's navigation equipment makes it possible to navigate more precisely.
>However this stuff can and does fail. If you are low on fuel when it happens
>(the usual situation), then your chance for running out of gas goes way up.
>
>This is even more true at night, in haze, or limited visibility conditions
>
>
>Fred H. Quarles ATP-CFII (resume)
>888-595-9131
>http://IFRGROUNDSCHOOL.cjb.net
>http://10day.cjb.net
>http://go.to/hints
>http://ferrypilot.cjb.net
>
brought out the JET-A truck. Scary to think what could happen if I
wasn't paying attention.
I'm sure the larger piston twins (Navajo, 421, etc) have this happen
even more often.
On Wed, 09 Jun 2004 14:33:00 GMT, "Helix" >
wrote:
>For more hints on Precise Flying and Safety...Click Here
>A simple test of AVGAS for Jet Fuel Contamination
>Fred H. Quarles ATP-CFII(resume)
>
>
>Fueling Safety
>
>Certain piston aircraft are particularly susceptible to mis-fueling
>incidents and you should be especially vigilant if you are flying one of
>these birds.
>
>Among them are the TURBO charged versions of many airplanes. In the desire
>to be the hottest thing going, manufacturers often labeled their aircraft
>"TURBO" or some such designation. And inadequately trained linemen thinking
>that these were kerosene burning jet airplanes of some sort often put JET
>FUEL where AVGAS should have gone.
>
>This created a lethal comgination for many unsuspecting pilots. The plane
>would start and apparently run ok, even enough for takeoff, but would start
>having engine detonation problems about the time the point of no return was
>reached on takeoff, causing a engine failure shortly after takeoff at low
>altitude, resulting in a fatal crash."
>
>This scenario has been repeated many times, usually with some pilot and
>passengers getting killed.
>
>Aero Commander aircraft seem to be particularly susceptible to this sort of
>mis-fueling, as do Piper Turbo Arrow aircraft and other airplanes with TURBO
>painted on them
>
>
>IF You Suspect Fuel Contamination
>Do NOT FLY!!!
>Check it out first.
>
>A simple way to test for jet fuel contamination of AVGAS is to take a fuel
>sample, put a drop of fuel on a piece of white paper.
>
>If there is a 5% or more concentration of jet fuel in the avgas, it will
>leave a visible oily residue, turning the paper translucent. If it is avgas
>only, the avgas will evaporate cleanly and leave no trace.
>(I developed this test and gave it to the AOPA Air Safety Foundation. It was
>later validated by NASA. You can get a copy of the report from AOPA ASF,
>Frederick Airport, Frederick, MD)
>
>Another way to avoid fueling accidents is to
>BE PRESENT EVERY SINGLE TIME WHEN YOUR PLANE IS RE-FUELED.
>NEVER TURN YOUR BACK ON THIS PROCEEDING.
>
>Always VISUALLY Check the fuel truck to be sure you are getting the
>appropriate fuel Yourself. LOOK AT THE FUEL TRUCK.
>
>Always VISUALLY CHECK THE FUEL LEVEL YOURSELF AFTER FUELING.
>(lOOK INSIDE THE TANK)
>
>ALWAYS put the fuel cap back on YOURSELF. Check that it is secure so it
>won't come loose in flight.
>
>NEVER RELY ON A LINEMAN FOR THESE PARTICULAR INSPECTIONS.
>
>The Most Common Cause of Inflight Engine Failure
>Running out of fuel is the most common cause of in flight engine failure.
>If you follow the safety procedures above, you can go a long way to
>preventing an engine failure.
>
>
>EVERY Flight
>
>(1) Watch the re-fueling. BE PRESENT while this is going on.
>(2) Visually make sure they are puttinG the right sort of fuel in the
>aircraft. (the truck is marked AVGAS or JET FUEL.... Look at it
>(3) Look in the tank after the fueling and KNOW what the fuel level is.
>(4) ALWAYS Put the fuel cap back on YOURSELF. Make sure it is aligned
>properly and closes properly.
>If it comes loose your fuel will siphon out without your being aware of what
>is happening.
>(5) Keep a LARGE RESERVE of fuel. The lower your experience level the more
>important this is.
>It gives you the luxury of time to sort out a problem if you are lost,
>dis-oriented, or otherwise have a time consuming problem in flight. If you
>are low on fuel, your anxiety level will increase exponentially, making it
>difficult to think under stress and increase your chance of an accident.
>
>After my first experience long ago in nearly running out of gas, I have made
>it a practice, to KEEP ONE FULL TANK in reserve. I use a little bit of it in
>flight to confirm it is not contaminated and I when I am sure it is ok, I
>use it for the next takeoff and keep the other tank full for the next leg.
>This way, I minimize further the chance of getting caught by surprise,
>either on takeoff or landing, with contaminated fuel.
>
>Losing an engine on takeoff, at night, or on landing is VERY DISCONCERTING.
>
>Today's navigation equipment makes it possible to navigate more precisely.
>However this stuff can and does fail. If you are low on fuel when it happens
>(the usual situation), then your chance for running out of gas goes way up.
>
>This is even more true at night, in haze, or limited visibility conditions
>
>
>Fred H. Quarles ATP-CFII (resume)
>888-595-9131
>http://IFRGROUNDSCHOOL.cjb.net
>http://10day.cjb.net
>http://go.to/hints
>http://ferrypilot.cjb.net
>