corrective action?

[703CP]

this message has been edited

[NO LINK*]

3rd last paragraph....

Was the a/c snagged at this point? And if so did maintenance take any action?

Unfortunately too many aircraft operate on these slim margins. It is always nice to carry what is legal plus a little extra--Except payload dictates.

It will be hard to blame a driver if the fuel valve/system was at fault.

[Wilbur]

It shouldn't be a question of "blame." If you are running an operation where safety is a paramount concern, your goal really needs to stay focused on identifying the causal links in the chain of events that lead up to this mishap. When employees know "blame" wil be assigned they tend to be less forthcoming with the full truth regarding what happened. You run the risk of not getting all the facts, and therefore, not accurately identifying all the contributing causal factors. Your statements seem to indicate you have been happy with this pilot to date, so stay focused on looking for the "lessons to be learned" rather than assigning blame. By your description of the incident it looks like there are several people who played role.

I would want to look into a few issues in this matter:

1. Why did the pilot knowingly plan to cut into his reserves? Overt pressure or subtle expectations from the employer or client? His past work experiences where flying into reserves was demanded, even though you may expect that he not engage in this practice? A simple error in judgement, etc? In other words, what factors influenced his decision making that day?

2. Who knew about the tip tank not draining properly, and how long has it been an issue? Why was it not fixed? Was it properly documented?

3. Why did this pilot not know about the problem with the tip tank? How are issues of importance communicated between the people who need to know?

4. Was it really necessary for maintenence to defer calibrating the fuel gauges for as long as they did?

There may also be some other points to consider and investigate as you get into it a bit more. One thing to keep in mind though, in a certain sense this incident may well be a blessing for your company. A close call where nobdy got hurt and nothing got damaged may provide a wonderful learning opportunity and wake-up call for everyone in your operation.

In terms of employee discipline, from what you have stated, the pilot "may" deserve a modest sanction such as a written reprimand or short suspension. However, I would only persue this if he had been given clear expectations to not fly into his reserve fuel and did so anyway.

[canadian_bacon]

The CARs state "the Operations Manager is responsible for the day-to-day conduct of flight operations and the issuing of a flight release for every flight"

However, for 703 operators, the PIC may be given the authority to self dispatch a flight as long as all the conditions of a flight release are met. But the Operations Manager still has the responsiblity to ensure that the PIC exercised his self-dispatch privilage correctly.

So if you want to blame somebody for the above incident, I guess you have to blame the whole organization. Did the PIC know that fuel was going to be a problem? Did the Operational Control System have procedures in place to ensure that something like this didnt' happen?

Problems like this start at the top.

[. .]

I'd say let it be a lesson.

Is it common practice at your operation to run such close margins on fuel? If so then perhaps you might rethink the revenue dollars you gain vs the money lost if an accident were to occur.

[Cat Driver]

Hmmmm...

Either this is a wind up post or your company has some real operational control problems.

Naw, no one could actually ask such a question and have operated thirty years.

Hint, to hell with CAR's just use common sense, re do your math and ask yourself this simple question. For starters his fuel burn estimate was to low.

Why would anyone "plan" on landing with less than the legal reserve with so many stops? Especially knowing that there was a fuel transfer problem....

If you really do not know the answers to these basic operational items how did you qualify for your position?

Sorry to be so blunt, but a chief pilot asking questions like this really worries me......

Cat driver:

[Doc]

I'd start by buying your pilot a beer. He's been with you long enough to realize he's had a close call...and guess what? He wont do THAT again! Sounds like the "blame" was indeed a "team effort"!

[just curious]

Dunno which company you work for, and don't particularly want or need to. You have a problem wherever you are. Sounds to me like the old Red Lake-Deer Lake-Sandy Lake shuffle, but every remote operator has something similar. As you may have noticed, a company in Manitoba lost their OC and is in the middle of a law suit because of a lack of fuel management, and apparently operational control. Your boss presumably is in business to make enough money to retire, and presumably you wish to work at your location for the forseeable future, if not till retirement. The airplane is intact, and everybody lived, so you don't have an insurance problem. You are now however at risk for: increased audit visits from TC, clients, media, and insurance companies, as well as decreased revenue.

Easy to get complacent on, especially after the first thousand times. I've been low on fuel and tried to get away with an extra leg or two myself. While I made it, reflecting back on it (it was a couple decades ago) I remember that my laundry bill was quite a bit higher, and I was sweating more than I should have at 30 below. But let someone think that they are invinceable, and that the company tolerates it, and you have an imminent disaster on your hands.

I see a few points to consider here:

• One, you are trying to underscore the fact that you are trying to run as safe an operation as you can.
• That being the case, you need to have the pilot in question take a couple weeks off to think about how close he/ she came to not using their RRSP (cross-feed or boost pump fail, warning light burnt out, 1/2 mile too far from next lake, etc...). Not at freeze up or break-up, but during a time in a busy pay period so that they get the point.
• Post an outline much as you did here, for the other pilots in the company lest they make the same error, while at a lower skill level.
• Ensure that he/ she completes a course in Pilot Decision-making, and encourage the process for your other drivers. Perhaps it will not change their complacency. Maybe it will. You have a vicarious liability here, and as such must both punish by suspension, and educate towards a behavioral change. As a manager, you must also document this and show that a further instance of this will result in dismissal for cause.
• Send a copy of you actions to TC and the TSB to underscore your view of the seriousness of this matter.
• Assuming this shuffle occured at places your company operates to on a semi-regular basis, install fuel there. There is nothing more revenue limiting than not being able to do pop-up work in remote locations due to a shortage of fuel. In addition, sooner or later (later if this is NW Ont) the weather will turn skosh and you will have planes stuck out in the bush.
• Meet with your key customers to ensure that they know that you will not tolerate this casual attitude towards flight safety. Companies have survived accidents only to see their customer base dry up due to a lack of forthright communication.
• Ensure that new hire pilots are cited this example in their new hire orientation.

To avoid decisive action is to endanger the financial future of both you and your company. It will destroy the safety culture of your company, both in actuality and in it's perception by TC and your customers. If this was in NWO or anywhere else in the bush for that matter, and there was one regular customer on board, you can be assured that every single one of your regular and potential customers knows. Deal with it now, no matter how painful it is, or plan to start filling out those "Have you looked for work in the last two weeks?" cards.

Good Luck

[Katmando]

my question is, who is to blame here. what would other CPs do.?

Another CP ,would probably not post this situation to a public forum, its an internal matter and you should have the resources to come to a conclusion. CASB will probably be helpful here. Once a resolution is resolved it would make a good topic for discussion .

[FA28 guy]

Been there done it will not do it again. Fix the transfer tanks to access all the fuel.

Increase the company reserve by adding 15 miniute the the legal minimum.

Thank the pilot for doing a great job of not hurting the customer> (sounds like everybody is related up there.)

Brief the pilot that shaving it to the last minute is not acceptable behavior. Dip everybodies tanks once in a while ( even your other reletives who fly )
and give notice that breaking the fuel rule is considered grounds for termination.

That way you have briefed, educated and taken corrective action, everyone knows the rule and when you terminate anyone you will have grounds and a dip stick reading to back you up.

The most useless thing to a pilot is the air in his gas tank!!

[Right Seat Captain]

I couldn't help but remember the well known saying:

You never have enough fuel in your tanks unless you're on fire.


- RSC

[Longhauler]

703CP,
I figured out who you are and the airline. It's not rocket science so I'm sure others will figure it out too. Don't worry I won't spill the beans but in future you should think twice before posting stuff like this.
Personally I think you need an unpaid holiday for being stupid.