Narrative:

On sep/sat/02 at approximately XA30, learjet 35 was en route from memphis, tn, to spokane, wa, (geg), with a planned fuel stop in boise, identification. At FL430, approximately 175 NM southeast of boise, identification, the fuel filter light came on indicating fuel was bypassing the fuel filter. Ice was suspected as the probable cause in the fuel filter and the standby pumps were turned on. Fuel from the fuselage tank was also xferred from the fuselage tank to the wings and the fuel filter light extinguished. Approximately 10 mins later the fuel filter light came on again and the left engine flamed out shortly thereafter. ZLC was contacted immediately and a request for a lower altitude was made. An emergency was not declared nor was ZLC informed of the engine flameout. ZLC granted the request for a lower altitude and cleared us to descend. A request for a rerte from the original destination of boise, identification, to idaho falls approximately 100 NM away was made and the request was granted. In the descent to ida, the fuel filter light again extinguished and the left engine was restarted and operated normally. Upon refueling and insuring prist was being added to the fuel in ida, both engines were started and operated normally. The fuel filter light was extinguished. Since an emergency was not declared and all system and indications appeared normal, the flight was continued to geg where an inspection of the fuel filters were performed by maintenance personnel. No obstructions in the filters were found. The following morning, the aircraft was inspected by a certified mechanic in geg. The aircraft returned to memphis on sep/sun/02. On sep/mon/02, a mechanical reliability report was submitted. Callback conversation with reporter revealed the following information: the aircraft does not have a fuel heat system. The aircraft does not have a fuel temperature indicating system. The aircraft does not have a static air temperature system. The aircraft was operating at FL430 with a ram air temperature of -60 degrees C and a mach number of .78. This would be approximately -72 destination sat. The aircraft was fueled with a jet A-1 with a freeze point of -54 degrees C. The aircraft manufacturer specifies that a fuel anti-ice additive be added to the fuel. When the aircraft returned to its operating base, the company maintenance chief reviewed the contract refueling facility. At that time he found the line that connects the anti-icing fuel additive line into the fuel was kinked, and no fuel additive was being supplied to the fuel.

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Original NASA ASRS Text

Title: LJ35 CREW RPTED THAT THE FUEL ICING LIGHT ILLUMINATED AT FL430. THE #1 ENG FLAMED OUT ABOUT 10 MINS LATER.

Narrative: ON SEP/SAT/02 AT APPROX XA30, LEARJET 35 WAS ENRTE FROM MEMPHIS, TN, TO SPOKANE, WA, (GEG), WITH A PLANNED FUEL STOP IN BOISE, ID. AT FL430, APPROX 175 NM SE OF BOISE, ID, THE FUEL FILTER LIGHT CAME ON INDICATING FUEL WAS BYPASSING THE FUEL FILTER. ICE WAS SUSPECTED AS THE PROBABLE CAUSE IN THE FUEL FILTER AND THE STANDBY PUMPS WERE TURNED ON. FUEL FROM THE FUSELAGE TANK WAS ALSO XFERRED FROM THE FUSELAGE TANK TO THE WINGS AND THE FUEL FILTER LIGHT EXTINGUISHED. APPROX 10 MINS LATER THE FUEL FILTER LIGHT CAME ON AGAIN AND THE L ENG FLAMED OUT SHORTLY THEREAFTER. ZLC WAS CONTACTED IMMEDIATELY AND A REQUEST FOR A LOWER ALT WAS MADE. AN EMER WAS NOT DECLARED NOR WAS ZLC INFORMED OF THE ENG FLAMEOUT. ZLC GRANTED THE REQUEST FOR A LOWER ALT AND CLRED US TO DSND. A REQUEST FOR A RERTE FROM THE ORIGINAL DEST OF BOISE, ID, TO IDAHO FALLS APPROX 100 NM AWAY WAS MADE AND THE REQUEST WAS GRANTED. IN THE DSCNT TO IDA, THE FUEL FILTER LIGHT AGAIN EXTINGUISHED AND THE L ENG WAS RESTARTED AND OPERATED NORMALLY. UPON REFUELING AND INSURING PRIST WAS BEING ADDED TO THE FUEL IN IDA, BOTH ENGS WERE STARTED AND OPERATED NORMALLY. THE FUEL FILTER LIGHT WAS EXTINGUISHED. SINCE AN EMER WAS NOT DECLARED AND ALL SYS AND INDICATIONS APPEARED NORMAL, THE FLT WAS CONTINUED TO GEG WHERE AN INSPECTION OF THE FUEL FILTERS WERE PERFORMED BY MAINT PERSONNEL. NO OBSTRUCTIONS IN THE FILTERS WERE FOUND. THE FOLLOWING MORNING, THE ACFT WAS INSPECTED BY A CERTIFIED MECH IN GEG. THE ACFT RETURNED TO MEMPHIS ON SEP/SUN/02. ON SEP/MON/02, A MECHANICAL RELIABILITY RPT WAS SUBMITTED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE ACFT DOES NOT HAVE A FUEL HEAT SYS. THE ACFT DOES NOT HAVE A FUEL TEMP INDICATING SYS. THE ACFT DOES NOT HAVE A STATIC AIR TEMP SYS. THE ACFT WAS OPERATING AT FL430 WITH A RAM AIR TEMP OF -60 DEGS C AND A MACH NUMBER OF .78. THIS WOULD BE APPROX -72 DEST SAT. THE ACFT WAS FUELED WITH A JET A-1 WITH A FREEZE POINT OF -54 DEGS C. THE ACFT MANUFACTURER SPECIFIES THAT A FUEL ANTI-ICE ADDITIVE BE ADDED TO THE FUEL. WHEN THE ACFT RETURNED TO ITS OPERATING BASE, THE COMPANY MAINT CHIEF REVIEWED THE CONTRACT REFUELING FACILITY. AT THAT TIME HE FOUND THE LINE THAT CONNECTS THE ANTI-ICING FUEL ADDITIVE LINE INTO THE FUEL WAS KINKED, AND NO FUEL ADDITIVE WAS BEING SUPPLIED TO THE FUEL.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.