March 1, 2012
By Bruce Landsberg
Sorry to say that at this late date, we’re still occasionally attempting to stay aloft on low-octane air—and just about the time you think you’ve heard it all, there’s a different twist. This winter there was a news story about westbound United/Continental Airlines Boeing 757s stopping off in Greenland, Iceland, Ireland, and Canada to take on fuel. As a passenger on what was billed as a nonstop flight, would you be irritated, amused, or reassured? The London Daily Mail reported, “Carriers like Continental Airlines have been making unscheduled pit stops as they fly west—in fact, every 43 out of 1,100 flights were diverted in December in Boeing 757 aircraft, reports say. A year ago, that number was only 12.”
La Niña, according to NOAA, “is defined as cooler than normal sea-surface temperatures in the central and eastern tropical Pacific Ocean that impact global weather patterns. La Niña conditions recur every few years and can persist for as long as two years.” In this case they rev up the jet stream, making for strong headwinds westbound, but the flights almost always make it.
The airlines, with business not being great these days, sometimes use the smaller 757 to “right size” capacity on the route, although the trip is at the outer edge of the 757’s range. However, the procedures have worked. The airlines have a system in which multiple eyes, from pilots to dispatchers, are watching the fuel situation. The aircraft itself has a fairly sophisticated monitoring system, so rationalization does not rear its nasty head. The only casualties have been missed connecting flights and quite a bit of time.
GA pilots are often confronted with similar challenges, but we don’t always take the smart way out. The Air Safety Institute maintains a map of fuel-mismanagement accidents that graphically shows the where; a link goes to the accident database to get the who, what, and how. Looking back to last year, there were 19 accidents based on an October 2011 cutoff date (this is updated periodically). Let’s take a quick flight through:
Despite FAA regulations, we recommend the golden hour: Be on the ground (not thinking about it) with an hour’s reserve appropriate to the flight conditions. It will occasionally be inconvenient, but it sure beats the alternative.
The Air Safety Institute came up with a number of ready-made excuses to use with the FAA in case you were a bit addled by the accident: I’ve always made it before. The POH says this aircraft has the range to make this trip. Leaning? Hmmm, I read about that somewhere. The gas was cheaper at the other airport. We’re adding a new one to the list: La Niña made me do it!
For more fuel management tips and some rather amusing Pilot Safety Announcements, see the Safety Hotspot.
Aircraft Power and Fuel,
Safety and Education,
Air Safety Institute,
California pilot Christopher Braun has created a revamped version of the cleco plier that is said to be lighter and more ergonomic.
Two tragic accidents that occurred within a week of each other, involved pilot incapacitation at high altitudes.
George Perry recognized the signs quickly: Hypoxia is something he spent 20 years training for as a U.S. Navy fighter pilot and instructor.
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