Narrative:

Dispatch advised me that a trip was scheduled from rst to cvx to depart AM00 on sep/sun/91 for a pick up of a passenger and family member at cvx. I loaded fuel to approximately 550 pounds per side with a total fuel load of approximately 1100 pounds. This was within weight and balance of the envelope on the aircraft and for the trip and passenger involved. The trip departed rst at AM55 local time. Climb was to 9000 and took approximately 8 mins. Cruise was set at 105 pounds fuel flow per side. En route to cvx it was noted that the right fuel quantity gauge had spiked to the top of the stop. Manipulation of the circuit breaker did not show any change. When the circuit breaker was disconnected, the display needle dropped to 0. When the circuit breaker was reconnected, it spiked. It was left in the spiked position with the circuit breaker being checked from time to time during the course of the trip to see if the situation would correct itself. It did not. Arrival at cvx was uneventful and 9 gallons of fuel were put in each side. Departed cvx at approximately PM15 local time and all system appeared to operate normal. During climb through 4000 for assigned altitude of 8000, it was noted that the right fuel pressure had dropped to a setting which appeared as the 'low' setting for the low fuel pressure. The switch was placed in the 'high' setting for high fuel boost. The left side was normal. At that time, both fuel boost pumps were placed in the 'low' setting with no apparent reduction on the right side but with the normal reduction on the left side. Leveling off boost pumps were left in the 'low' setting and fuel flow was adjusted to slightly over 100 pounds per hour per side. There was no change in the fuel quantity reading (i.e., it was at the stop at greater than 600 pounds) on the right side. Again, attempts at resetting and pulling the circuit breaker gave no change. The flight continued uneventfully. At approximately 1 hour and 15 mins out of cvx, it was noted that a low fuel light appeared on the enunciator panel. I flew approximately 10 more mins and turned on the fuel transfer pump. The fuel quantity gauge on the left side indicated close to 300 pounds of fuel remaining. Estimated time to rst was 1 hour and 5 mins. Both blue lights on the fuel transfer pump were operating. Approximately 10 mins later, the fuel pressure dropped on the right engine to less than 30 pounds of fuel flow. The fuel flow fluctuated to 0 and back and then off again. The manifold pressure on the right engine dropped to below 25 inches. The right fuel boost was placed on high with no effect. The right throttle was placed on full forward with no effect. Full propeller and full rich mixture also with no effect. Right fuel boost was turned off with xfeed turned on and left fuel boost on high. Nothing happened. The right engine appeared to definitely have lost power, and upon verification the shutdown procedure was completed and the right engine was feathered. I asked for vectors from ATC to lse for the ILS. I had already obtained WX at lse and had the approach plate for use. Thereafter, after vectors to the final approach course for lse, a single engine uneventful approach and landing was completed. The passenger deplaned and a call was made to rst aviation describing the problem. I think I should not have departed with the fuel quantity display inoperative.

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Original NASA ASRS Text

Title: ATX PLT GETS FLT ASSIST TO LAND AT ALTERNATE ARPT ON EMER DIVERSION AFTER FUEL EXHAUSTION LEADS TO AN INFLT ENG SHUTDOWN.

Narrative: DISPATCH ADVISED ME THAT A TRIP WAS SCHEDULED FROM RST TO CVX TO DEPART AM00 ON SEP/SUN/91 FOR A PICK UP OF A PAX AND FAMILY MEMBER AT CVX. I LOADED FUEL TO APPROX 550 POUNDS PER SIDE WITH A TOTAL FUEL LOAD OF APPROX 1100 POUNDS. THIS WAS WITHIN WT AND BAL OF THE ENVELOPE ON THE ACFT AND FOR THE TRIP AND PAX INVOLVED. THE TRIP DEPARTED RST AT AM55 LCL TIME. CLB WAS TO 9000 AND TOOK APPROX 8 MINS. CRUISE WAS SET AT 105 POUNDS FUEL FLOW PER SIDE. ENRTE TO CVX IT WAS NOTED THAT THE R FUEL QUANTITY GAUGE HAD SPIKED TO THE TOP OF THE STOP. MANIPULATION OF THE CIRCUIT BREAKER DID NOT SHOW ANY CHANGE. WHEN THE CIRCUIT BREAKER WAS DISCONNECTED, THE DISPLAY NEEDLE DROPPED TO 0. WHEN THE CIRCUIT BREAKER WAS RECONNECTED, IT SPIKED. IT WAS LEFT IN THE SPIKED POS WITH THE CIRCUIT BREAKER BEING CHKED FROM TIME TO TIME DURING THE COURSE OF THE TRIP TO SEE IF THE SITUATION WOULD CORRECT ITSELF. IT DID NOT. ARR AT CVX WAS UNEVENTFUL AND 9 GALLONS OF FUEL WERE PUT IN EACH SIDE. DEPARTED CVX AT APPROX PM15 LCL TIME AND ALL SYS APPEARED TO OPERATE NORMAL. DURING CLB THROUGH 4000 FOR ASSIGNED ALT OF 8000, IT WAS NOTED THAT THE R FUEL PRESSURE HAD DROPPED TO A SETTING WHICH APPEARED AS THE 'LOW' SETTING FOR THE LOW FUEL PRESSURE. THE SWITCH WAS PLACED IN THE 'HIGH' SETTING FOR HIGH FUEL BOOST. THE L SIDE WAS NORMAL. AT THAT TIME, BOTH FUEL BOOST PUMPS WERE PLACED IN THE 'LOW' SETTING WITH NO APPARENT REDUCTION ON THE R SIDE BUT WITH THE NORMAL REDUCTION ON THE L SIDE. LEVELING OFF BOOST PUMPS WERE L IN THE 'LOW' SETTING AND FUEL FLOW WAS ADJUSTED TO SLIGHTLY OVER 100 POUNDS PER HR PER SIDE. THERE WAS NO CHANGE IN THE FUEL QUANTITY READING (I.E., IT WAS AT THE STOP AT GREATER THAN 600 POUNDS) ON THE R SIDE. AGAIN, ATTEMPTS AT RESETTING AND PULLING THE CIRCUIT BREAKER GAVE NO CHANGE. THE FLT CONTINUED UNEVENTFULLY. AT APPROX 1 HR AND 15 MINS OUT OF CVX, IT WAS NOTED THAT A LOW FUEL LIGHT APPEARED ON THE ENUNCIATOR PANEL. I FLEW APPROX 10 MORE MINS AND TURNED ON THE FUEL TRANSFER PUMP. THE FUEL QUANTITY GAUGE ON THE L SIDE INDICATED CLOSE TO 300 POUNDS OF FUEL REMAINING. ESTIMATED TIME TO RST WAS 1 HR AND 5 MINS. BOTH BLUE LIGHTS ON THE FUEL TRANSFER PUMP WERE OPERATING. APPROX 10 MINS LATER, THE FUEL PRESSURE DROPPED ON THE R ENG TO LESS THAN 30 POUNDS OF FUEL FLOW. THE FUEL FLOW FLUCTUATED TO 0 AND BACK AND THEN OFF AGAIN. THE MANIFOLD PRESSURE ON THE R ENG DROPPED TO BELOW 25 INCHES. THE R FUEL BOOST WAS PLACED ON HIGH WITH NO EFFECT. THE R THROTTLE WAS PLACED ON FULL FORWARD WITH NO EFFECT. FULL PROP AND FULL RICH MIXTURE ALSO WITH NO EFFECT. R FUEL BOOST WAS TURNED OFF WITH XFEED TURNED ON AND L FUEL BOOST ON HIGH. NOTHING HAPPENED. THE R ENG APPEARED TO DEFINITELY HAVE LOST PWR, AND UPON VERIFICATION THE SHUTDOWN PROC WAS COMPLETED AND THE R ENG WAS FEATHERED. I ASKED FOR VECTORS FROM ATC TO LSE FOR THE ILS. I HAD ALREADY OBTAINED WX AT LSE AND HAD THE APCH PLATE FOR USE. THEREAFTER, AFTER VECTORS TO THE FINAL APCH COURSE FOR LSE, A SINGLE ENG UNEVENTFUL APCH AND LNDG WAS COMPLETED. THE PAX DEPLANED AND A CALL WAS MADE TO RST AVIATION DESCRIBING THE PROBLEM. I THINK I SHOULD NOT HAVE DEPARTED WITH THE FUEL QUANTITY DISPLAY INOP.

Data retrieved from NASA's ASRS site as of July 2007 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.