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Discussion in 'Lessons Learned' started by FuelCapMan, Dec 27, 2020.
this a 48 fuel cap,
Just be glad it isn’t a fuel cap for a CJ2. Apparently, those are $12K from Textron (according to a post on CJP)
Yingling Price. Maybe the whole panel adapter plate + cap is $12k.
They want $197 just for the chain lol.
If you’re on proparts, you have to buy from textron at their prices though. Even if someone else has it for less.
Curious - why is that?
I guess because they like the margin that comes from having a captive customer that has to buy from them even if the prices are crazy high... As a result, most people recommend doing engine programs but not parts (ProParts) and labor through textron.
I learned that hard way that the fuel filler flow rate on takeoff in the PA-24-250 is 10gpm
On an older experimental I used to own with a VW conversion engine I had the oil breather tube come loose in flight. I was near a runway but when you see wisps of smoke coming from the firewall area it can make your heart rate and BP jump up just a little bit ...
1) You’ll never do that again.
2) You now have an excellent interview answer when asked about a time you made a mistake, learned a lesson, etc.
Yep but since it was a comanche there was not shortage of other fuel tanks to use
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I’ve never messed up the fuel caps thankfully but I’m super paranoid about them. During primary training was returning to KSLC with my cfi when we heard approach bringing an emergency plane in underneath us. A v-tail bonanza passed 500 feet underneath with fuel streaming out of the right tank. One can learn lessons through observation or experience. When possible I’ll take those lessons through observation.
I once was strapped in with the engine running in a 172 and had a moment of self-doubt about the fuel caps. Shut down, climbed out and verified they were secure. When flying low wings it’s part of my mental checklist to visually verify and re-verify the caps not only before takeoff but during cruise.
I ALWAYS do one last, fast, walk around..........before getting in.
Even as a 121 Capt. I always did a lap when I went out to the ship. I figured the first officer was looking at trees and I'd look at the forest. Sure enough one day I do my lap and the landing gear door that the release said was missing was indeed missing. I asked the F/O about his walk around and he said it all looked good (he had not seen the release).
Don't know what happened to the poll option.
What would you do?
a) show him the release and remind him we have a weight limit for take-off.
b) ask him to take another look around.
c) no reason to say anything - don't want to embarrass the guy.
Opposite of that. I've found in my long career of training people that the way they learn is either to be embarrassed or p'd off when they make a mistake. Simply telling them doesn't work with most people. In an occupation where our mistake can kill someone, feelings aren't taken into account.
I learned that lesson a couple years ago when I flew to Big Bear airport for taking their cheap winter gas. I found my Mooney's left fuel cap was missing 10 minutes after t/o. I thought it flew away. In the next 2 weeks I tried to search on the web to get one without success. Then I called Big Bear airport and they got it!! They said: "Why did you wait so long to call us?" .. Another lesson learned. Call the FBO first and don't assume things you never see.
My Nanchang CJ6 has fuel cap covers on top of wings. Each of it only secured by one flat screw. If you rush the process the screw may not secure the cover. The unsecured cover will always flies away during rotation. Yes, it did happen to me and I had to return to land and wait for the airport truck to retrieve it from the runway.
The conclusion is never rush the process and don't leave something until it's finished.