|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : zzz.airport|
|Altitude||msl single value : 19000|
|Controlling Facilities||artcc : zzz.artcc|
|Operator||general aviation : personal|
|Make Model Name||Super King Air 200 HDC|
|Operating Under FAR Part||Part 91|
|Flight Phase||cruise : level|
|Route In Use||enroute : on vectors|
|Function||flight crew : single pilot|
|Qualification||pilot : atp|
pilot : cfi
pilot : commercial
pilot : instrument
pilot : multi engine
|Experience||flight time last 90 days : 50|
flight time total : 10700
flight time type : 2800
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
Departed home base on the first leg of a 2-LEG flight; of which each leg was approximately 1 hour in endurance. While cruising at FL190 on the return leg; the right engine began to surge; followed by complete loss of power. Left engine experienced similar failure within 1 min. Declared emergency with center; navigation'ed to nearest airport and executed dead-stick landing. Touched down approximately 300 ft from end of runway. Applied heavy braking nearing opposite end of runway; which resulted in deflation of all 4 main tires. Aircraft came to stop on the runway centerline 200 ft from the end of runway. Procedure for fueling aircraft was to have outboard tanks filled upon return to home base on every flight. Procedure was changed; unbeknownst to me; within the previous 2 weeks. Fuel gauges on preflight of aircraft indicated full outboards; empty auxiliary tanks; as was normal. Crew member noted same. Aircraft had been washed the previous evening. King air fuel gauges have a history of inaccuracy -- especially when moisture is introduced. When engine failure occurred; I believed that there was 2 1/2 hours of fuel in the main tanks remaining. The cause of the problem; I believe; was a chain of events. First; the fueling procedure change. Second; the faulty indicating system. Visually checking the fuel on these aircraft is not practical. My solution now is to have the fuel truck top off the mains; regardless of what the indications are.
Original NASA ASRS Text
Title: BE20 SUFFERS LOSS OF BOTH ENGINES DUE TO FUEL STARVATION. ALL FOUR MAIN GEAR TIRES FAIL DURING MAXIMUM BRAKING ON TOUCHDOWN AT NEAREST ARPT.
Narrative: DEPARTED HOME BASE ON THE FIRST LEG OF A 2-LEG FLT; OF WHICH EACH LEG WAS APPROX 1 HR IN ENDURANCE. WHILE CRUISING AT FL190 ON THE RETURN LEG; THE R ENG BEGAN TO SURGE; FOLLOWED BY COMPLETE LOSS OF PWR. L ENG EXPERIENCED SIMILAR FAILURE WITHIN 1 MIN. DECLARED EMER WITH CTR; NAV'ED TO NEAREST ARPT AND EXECUTED DEAD-STICK LNDG. TOUCHED DOWN APPROX 300 FT FROM END OF RWY. APPLIED HVY BRAKING NEARING OPPOSITE END OF RWY; WHICH RESULTED IN DEFLATION OF ALL 4 MAIN TIRES. ACFT CAME TO STOP ON THE RWY CTRLINE 200 FT FROM THE END OF RWY. PROC FOR FUELING ACFT WAS TO HAVE OUTBOARD TANKS FILLED UPON RETURN TO HOME BASE ON EVERY FLT. PROC WAS CHANGED; UNBEKNOWNST TO ME; WITHIN THE PREVIOUS 2 WKS. FUEL GAUGES ON PREFLT OF ACFT INDICATED FULL OUTBOARDS; EMPTY AUX TANKS; AS WAS NORMAL. CREW MEMBER NOTED SAME. ACFT HAD BEEN WASHED THE PREVIOUS EVENING. KING AIR FUEL GAUGES HAVE A HISTORY OF INACCURACY -- ESPECIALLY WHEN MOISTURE IS INTRODUCED. WHEN ENG FAILURE OCCURRED; I BELIEVED THAT THERE WAS 2 1/2 HRS OF FUEL IN THE MAIN TANKS REMAINING. THE CAUSE OF THE PROB; I BELIEVE; WAS A CHAIN OF EVENTS. FIRST; THE FUELING PROC CHANGE. SECOND; THE FAULTY INDICATING SYS. VISUALLY CHKING THE FUEL ON THESE ACFT IS NOT PRACTICAL. MY SOLUTION NOW IS TO HAVE THE FUEL TRUCK TOP OFF THE MAINS; REGARDLESS OF WHAT THE INDICATIONS ARE.
Data retrieved from NASA's ASRS site as of May 2009 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.