Lately, if you turn on the evening news, the lead story — sometimes the only story — is the COVID-19 pandemic.
One of the most disturbing parts of the coverage is the “experts” who are interviewed. They keep giving conflicting advice on what to do or not to do.
If they were truly medical experts, you’d think they could get their recommendations in line. But, unfortunately, they are mainly paid consultants who need to come up with an interesting angle or one that fits into a certain political agenda.
So what does this have to do with general aviation?
I am using it as an example of what “experts” will say if you are trying to settle an engine damage complaint or, even worse, a lawsuit. I have seen some of these “experts” come up with some of the wildest theories on an engine failure — theories that often defy the laws of nature and physics as we know them.
Tip 1: Keep an engine log
In my last column, I talked about fuel quality concerns and some of the things to look for. Now I would like to address some of the steps a pilot should take to protect their plane — and their finances.
First thing is an engine log. It does not need to be a formal thing, but on a long flight, you need to record the time, engine RPM, manifold pressure, speed, temperatures, plus any additional information like CHT and EGT.
Do not take the readings on climb out, but rather at a steady state condition.
After a while you will see a trend and can note differences. I am not talking about small differences, but rather a significant change.
This log will help you become more familiar with your aircraft and will help you and your mechanic diagnose any problems that might occur.
Tip 2: Always get a fuel sample
An example of a problem that can occur is misfueling with Jet A.
If your plane gets a complete load of Jet A, you will know it usually right after takeoff when your engine starts hammering and quits.
A more common occurrence is to get just a little Jet A in your fuel. This can occur at the plant or anywhere in the distribution system where part of the fuel system is used for multiple products and may not be properly flushed.
If your load of fuel contains, say 5% to 10% Jet A, you will lose roughly over one octane number per percent of contaminate.
So now your 100LL could be around a 90 lean rating. That’s OK if you have an 80/87 engine, but if you have a high-performance turbocharged engine, it is not.
For example, say you are on a long cross-country flight and stop for fuel. During climb out your engine starts running rough, but you keep going because you are in a hurry.
During the flight you notice the engine is smoothing out some, but still running rough and temperatures are above normal. At your next stop, you check your engine out and everything seems OK, so you fuel up and continue on.
But when you get back home, you and your mechanic check your engine over and find that you have had detonation in several cylinders and they need replacing — at a very significant cost.
If you go back to the FBO where the suspect fuel came from and ask for reimbursement for the repairs, I doubt very seriously that the FBO’s owner would run to get his checkbook.
However, if you had gotten a fuel sample after fueling at that FBO, you could send it in and have it analyzed. You do not need a huge gallon sample or even a quart. A small bottle with just a few ounces works.
With just a few ounces you can get a true boiling point distillation by gas liquid chromatography that will easily tell you if you have a significant amount of Jet A in your fuel.
Now when you go talk to the FBO owner or even his lawyer, you have a very good chance for a settlement.
Always carry a small bottle with you and get a sample whenever you suspect a problem with the fuel.
I know most pilots do not want to mess with all of this technical stuff. They just want to get in and go.
But with the high cost of flying, it is always good to be prepared for problems before they occur. Otherwise your only option is to hire an “expert” to go head to head with their “experts” — and watching the evening news shows us how that is going to turn out.
I inspect airports for a living. 50 year career in aviation. You have no idea how many airport operators or FBOs are selling fuel that have no clue about fuel quality, delivery, and contamination. Some aren’t aware that they need to sump their tanks EVERY DAY. Some are not present when the tanker pulls up and drops a load of who knows what in their tanks. Is that tanker dedicated to only 100LL or was the previous load Diesel for the local gas station. Some FBOs use the white bucket to hold trash. (If you don’t know what a white bucket is for, then you have no business selling fuel.) Some systems have big filters with no date on them. What does that mean? Some systems are not locked. How old is that fuel in the tank? A quart jar of 100 LL is light blue. A quart jar of 1/2 100 LL and 1/2 Jet A is light blue. So if you sump your tank after refueling and it is light blue, you’re good to go! (tongue in cheek). What do you know about that person putting fuel in your tank? It better be you. Best advice I can give is to NOT go where it is cheapest. Go to where they have a professional FBO and Branded fuel. If they sell unbranded fuel anything goes.
If you know pilots the way I know pilots, they’re going for cheap gas. Those locations may or may not be branded. I have over 50 years in aviation, too, and I don’t see airplanes having major fueling issues.
Am I saying there are no fuel issues? No, but where is the high incidence of fueling accidents? Can we access those discrepancy reports you mention? There should be a database of frequent offenders.
COWS. Color, Odor (smell it), Water, Sediment. Sump your tanks high to low, not clockwise or counterclockwise like the POH often advises or you’ll trap water (or?) in the system.
Carrying a bunch of jars of fuel around in a small airplane cockpit or baggage compartment doesn’t sound very safe to me. I’ve been flying in the US and around the world, military and civilian for 33 years and can count fuel issues on one hand (and that includes forward operating locations in the middle east and Africa…) Taking a sample after refueling is the best way to go, and we always did that if there was a suspicion of bad fuel from the truck delivering the fuel.
And then there is the chain of custody issue. How would you prove the source of the sample?
I would think the better option is to buy fuel where it is less expensive (more fuel sold, therefore more experience with good or bad fuel) and install an engine data monitor system that would detect higher CHT’s due to detonation for whatever reason.
It would be an unwise effort to save samples of fuel. Nothing would prevent someone to add a contaminate later. This is the second article in a row that Ben has written with errors. In the past, some of his articles have been excellent.
Obtain and store a fuel sample from each and every refueling stop while on a a cross-country? Seriously? Should I build a special case to store all my little vials of fuel? Ben, I really like your articles, but this one has me wondering.. what have you been smoking?
BTW, insofar as your observation on the corona experts goes, you are spot-on. The average guy can no longer discern up from down anymore. Historians will look back in amazement at this time of absolute madness.
Is this really a common enough problem that a GA drivers should do this as a matter of course?
No.
Who would we send a fuel sample to for the gas liquid chromatography test?