曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
himself in a field with fuel to spare.
■ My airplane has four fuel tanks. Three tanks were full
and one was empty. I did not fill the right tip tank because
of [a fuel transfer problem]. After takeoff, the airplane was
heavy on the left side and required a lot of right aileron. I
decided to burn some fuel from the left tip tank to balance
the airplane. I moved the fuel selector valve to the empty
tank instead of the full tank. The engine stopped and I
started the emergency procedures. I checked the fuel pump
and magnetos, called ATC, and looked for a place to land.
We made a successful landing in a field. I made a pilot
error by not checking the fuel selector valve and also by
flying the aircraft with a known fuel problem in the right
tip tank....
Another Selection Suggestion:
Avoid the Empty Tank
This BE35 pilot also inadvertently made a wrong selection
and then failed to check the fuel selector position. Luckily,
a second pilot was available to land the aircraft while an
attempt was being made to pump some life back into the
engine.
A C182 pilot filled the tanks himself and, therefore, did
not see any need to bother with a visual check. This
report to ASRS points out why a pilot should always
confirm the fuel on board.
■ A landing was made in a field due to engine failure.
The day before this flight, I had filled the aircraft fuel
tanks. When I arrived at the airport I did not visually
check the tanks. I later learned that a local mechanic had
done a weight and balance on the aircraft the previous
evening. In doing so, he drained all fuel from the aircraft.
He did not put the fuel back in the tanks when he was
done. The aircraft fuel gauges were so far past empty that
they appeared to show full.
Visual Verification
As this C150 pilot learned, relying on fuel gauge
indications alone can lead to an unexpected arrival...
down on the farm.
■ ...The plane had been flown previous to our flight, but
the fuel gauges showed over 3/8 of a tank in the left tank
and 1/2 tank on the right gauge. I flew to a couple of
neighboring airports for touch and goes.... After
maneuvering in the area of the second airport, I headed for
home. At each airport, I noted the fuel level. I could have
stopped at an airport that I flew right over, but the right
gauge showed 3/8 of a tank and the left indicated slightly
less than 1/8 of a tank. I was 30 minutes from home...and
could see no problem, based on the gauges. 15 minutes
later, at 2,500 feet AGL, the engine quit. I attempted a
restart with no success.... I landed in a large farm field
with no damage to the plane. Both tanks were found to be
empty. The incident was caused by relying on the fuel
gauges instead of checking fuel levels visually and not
confirming the amount of flying done previous to my flight.
Although the PA28 pilot who submitted the next report
did check the time logged on the previous flight, the
aircraft fuel log was not checked. The gauges and a visual
estimate of fuel remaining proved inaccurate. If the tanks
are not full, a visual estimate of the fuel remaining is just
that, an estimate.
■ ...After visual inspection of the tanks, I estimated that
there was more than three hours of fuel remaining. The
logbook showed that the previous flight was 2.2 hours.
With this in mind and useful fuel available of 5.5 hours for
full tanks, I assumed that 3.3 hours of fuel remained. After
start-up, the fuel gauges showed 1/2 full in both tanks. I
was still thinking there was at least three hours of fuel
available. Maximum time of the flight was figured at two
hours. After 1.4 hours of flying, the engine quit and a
successful landing was made in a farmer’s field with no
injuries or damage to the plane.... After reviewing the
logbook on the fueling of the airplane, it showed that the
plane had not been fueled the morning of the incident.
Checking the fuel logbook with the plane’s logbook, it was
determined that the useful fuel on board the plane was
only one hour....
■ Prior to entering the traffic pattern for landing on
Runway 17, I thought I had selected the fullest fuel tank.
On the turn from base to final the engine lost power. I
thought I selected the correct tank, but I was wrong. I
continued to pump the wobble pump trying to get fuel to
the engine to no avail. While I was pumping, the other
aircraft occupant was flying the airplane and was able to
land the aircraft safely in a field with the gear up. No
major damage or injuries occurred.
Preflight Hindsight
The better prepared a pilot and his or her aircraft
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