Narrative:

Passenger flight; because of climb limit restrictions; we left with enough fuel to get to our destination and have only a one hour reserve. Our destination was forecast to be VFR at our time of arrival; no alternate required. When we arrived at our destination; a thunderstorm was just south of the field. The winds were reported to be a direct crosswind at 25; gusting 35. We were cleared for the visual approach and cancelled our IFR clearance. After turning final; it became apparent that we would be unable to land because of the wind. The captain added power and called for the go-around. At approximately 1000 feet; the captain asked me to put our alternate onto the GPS and report on the estimated time en route. He then made the decision to go to our alternate and wait out the storms.approximately half way to our alternate; we noticed the fuel gauges were indicating about 150 lbs lower than expected on both sides. Our alternate was IFR; 200 feet overcast; mile visibility; heavy rain; and a quartering headwind. We had to take the ILS which was on the opposite side of the field from the direction we were going. Around the time we were over the field on our way to the initial approach fix; the fuel transfer lights came on (10 minutes of fuel before flame-out). We proceeded to the fix; did the procedure turn and landed without incident. After taxiing in; both gauges read zero.upon returning to our maintenance base; the staff informed us that after checking; the mid range on the fuel quantity gauges was mis-calibrated by 150 lbs on each side. There is no way for the pilots to verify the fuel quantity on this aircraft with more than 1000 lbs onboard. Mid range begins at 1200 lbs. To my knowledge; there is no required check on the mid or high range calibrations on this aircraft.

Google
 

Original NASA ASRS Text

Title: A First Officer reports that half way to an alternate airport they noticed the fuel gauges on their SW4 were indicating about 150 lbs (pounds) lower than expected on both sides. Fuel gauges read zero after taxiing in. Pilots unable to verify fuel quantity on aircraft with more than 1000 lbs onboard. Pilot believes no calibration checks are required by maintenance for the mid or high range quantities.

Narrative: Passenger flight; because of climb limit restrictions; we left with enough fuel to get to our destination and have only a one hour reserve. Our destination was forecast to be VFR at our time of arrival; no alternate required. When we arrived at our destination; a thunderstorm was just south of the field. The winds were reported to be a direct crosswind at 25; gusting 35. We were cleared for the visual approach and cancelled our IFR clearance. After turning final; it became apparent that we would be unable to land because of the wind. The Captain added power and called for the go-around. At approximately 1000 feet; the Captain asked me to put our alternate onto the GPS and report on the estimated time en route. He then made the decision to go to our alternate and wait out the storms.Approximately half way to our alternate; we noticed the fuel gauges were indicating about 150 lbs lower than expected on both sides. Our alternate was IFR; 200 feet overcast; mile visibility; heavy rain; and a quartering headwind. We had to take the ILS which was on the opposite side of the field from the direction we were going. Around the time we were over the field on our way to the initial approach fix; the fuel transfer lights came on (10 minutes of fuel before flame-out). We proceeded to the fix; did the procedure turn and landed without incident. After taxiing in; both gauges read zero.Upon returning to our maintenance base; the staff informed us that after checking; the mid range on the fuel quantity gauges was mis-calibrated by 150 lbs on each side. There is no way for the pilots to verify the fuel quantity on this aircraft with more than 1000 lbs onboard. Mid range begins at 1200 lbs. To my knowledge; there is no required check on the mid or high range calibrations on this aircraft.

Data retrieved from NASA's ASRS site as of April 2012 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.