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front-seat passenger get strapped in. In some airplane types the fuel selector is positioned such that a lever may be moved during the crew-settling-in process. Use your Before Start and Before Takeoff checklists to confirm the fuel selection.
• Stay and observe aircraft fueling to ensure the proper grade and amount is added to the airplane. It’s inconvenient, and the crew in this case had been flying all day with a very early show-time the next morning. But it pays to personally oversee fueling operations if at all possible.
• If you can’t watch the airplane get fueled, verify that the expected quantity of fuel is added in as many ways as possible. Look for the fuel amount written on your receipt. Ask to see the FBO’s fuel tank or truck log to crosscheck quantity and fuel grade. Visually check the fuel level in the tanks, dipping the tanks with a calibrated stick in airplanes where this makes sense, if the expected fuel load makes the fuel level visible in that airplane’s tanks. Do not discount fuel gauges because you feel they may sometimes be inaccurate – at least check them for a broad check of fuel levels. If the indicated level is significantly lower than expected, be skeptical.
• Divert early if you doubt your fuel load at any time in flight. The crew reported noticing unexpectedly lower fuel levels for quite some time before the engines quit. Especially on a long, overwater trip, it’s essential to begin a diversion at the very first sign of doubt.
It’s all too easy to delegate the fueling of your airplane to the FBO’s crew, then fail to confirm the fuel was actually added in proper grade and quantity. K•eep a close eye on your fuel to avoid being lost at sea – or overland. T&T
JUNE 2012
TWIN & TURBINE • 21