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inviolate decision that you’ll land early to take on sufficient gas to arrive with no less than your hour’s reserve.
Next, project fuel burn based on takeoff and climb values as well as real-world cruise fuel burn, adjusted as needed for actual flow rates seen on that specific flight. Account for increased fuel burn and decreased true airspeed if weather, ATC or other factors keep you at a lower altitude. And, anticipate a closed runway, forcing you to divert even if the weather is severely clear. And finally, add additional fuel when it’s less expensive, but don’t reduce fuel load when the cost is higher. In other words, don’t pass up a good deal, but live with a high price and take on fuel needed to assure reserves.
To effectively address the depressingly common fuel starvation problem, which occurs even in turbine aircraft, I believe we need to address these all-too-human factors that are the probable cause of fuel mismanagement crashes. With good fuel Standard Operating•Procedures (SOPs) and the discipline to follow them every time, we have the ability to avoid “flying exhausted.” T&T
Thomas P. Turner is an ATP/CFII/MEI, holds a Masters Degree in Aviation Safety, and was the 2010 National FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.
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Ben Marcus jetAVIVA
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JANUARY 2014
TWIN & TURBINE • 15