In-flight engine shutdown after #2 engine experiences fuel exhaustion.

Attributes
ACN	206621
Time
Date	199204
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : azo
State Reference	MI
Altitude	msl bound lower : 3000 msl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : azo tower : azo
Operator	common carrier : air carrier
Make Model Name	Light Transport, High Wing, 2 Turboprop Eng
Flight Phase	descent : approach descent other other
Route In Use	enroute : direct
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 240 flight time total : 6500 flight time type : 2800
ASRS Report	206621
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : critical non adherence : far non adherence other other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : declared emergency other
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	Pilot Deviation other

Narrative:

En route to azo 10 mi west of azo we had a low fuel pressure light illuminate on the central warning panel indicating a low fuel pressure in the right engine. While performing the checklist items for the low fuel pressure light, the right engine spooled down and a half second later spooled back up, but right engine gauges were raising so fast the temperature limitation was going to be exceeded. So the captain asked me to shut it down and complete the subsequent checklist. After completing the checklist, I informed ATC of the problem and asked for crash fire rescue to stand by. The captain asked me to inform the flight attendant and have her prepare for landing. The approach and landing at azo was normal. Crash fire rescue followed us to the gate and we completed the shut down checklist. When I went to inspect the engine, I found that it looked normal but when inspecting the outside fuel gauge we noted that the aft fuel gauge indicated 1000 pounds, exactly what it indicated at ord when we departed the gate. 1/2 hour later, the aft fuel gauge indicated 600 pounds, 10 mins later, the aft fuel gauge indicated 500 pounds. 20 mins later, it indicated 350 pounds and that's where it stabilized. When maintenance inspected the aft tanks they indicated the aft tank was bone dry, even the aft tank was indicating 350 pounds. Forward fuel tank and forward fuel gauge had the correct reading of 650 pounds. The evidence shows that the aft gauge was reading much higher than it should have with fuel on board, meaning we were not fueled properly, we were shorted, due to no fault of the fueling technician or cockpit crew. We had flown this plane 2 prior legs being shorted fuel each time until we ran out of fuel in the aft fuel tank en route to azo. In order to avoid this problem in the future, I feel that fuel slips should indicate fuel added in pounds and gallons and increase maintenance inspections or some type of ad for the light transport fuel indicating system. Also closer inspection of fuel received by the pilot by multiplying the pounds by the gallons received each leg.

Original NASA ASRS Text

Title: INFLT ENG SHUTDOWN AFTER #2 ENG EXPERIENCES FUEL EXHAUSTION.

Narrative: ENRTE TO AZO 10 MI W OF AZO WE HAD A LOW FUEL PRESSURE LIGHT ILLUMINATE ON THE CENTRAL WARNING PANEL INDICATING A LOW FUEL PRESSURE IN THE R ENG. WHILE PERFORMING THE CHKLIST ITEMS FOR THE LOW FUEL PRESSURE LIGHT, THE R ENG SPOOLED DOWN AND A HALF SECOND LATER SPOOLED BACK UP, BUT R ENG GAUGES WERE RAISING SO FAST THE TEMP LIMITATION WAS GOING TO BE EXCEEDED. SO THE CAPT ASKED ME TO SHUT IT DOWN AND COMPLETE THE SUBSEQUENT CHKLIST. AFTER COMPLETING THE CHKLIST, I INFORMED ATC OF THE PROBLEM AND ASKED FOR CRASH FIRE RESCUE TO STAND BY. THE CAPT ASKED ME TO INFORM THE FLT ATTENDANT AND HAVE HER PREPARE FOR LNDG. THE APCH AND LNDG AT AZO WAS NORMAL. CRASH FIRE RESCUE FOLLOWED US TO THE GATE AND WE COMPLETED THE SHUT DOWN CHKLIST. WHEN I WENT TO INSPECT THE ENG, I FOUND THAT IT LOOKED NORMAL BUT WHEN INSPECTING THE OUTSIDE FUEL GAUGE WE NOTED THAT THE AFT FUEL GAUGE INDICATED 1000 POUNDS, EXACTLY WHAT IT INDICATED AT ORD WHEN WE DEPARTED THE GATE. 1/2 HR LATER, THE AFT FUEL GAUGE INDICATED 600 POUNDS, 10 MINS LATER, THE AFT FUEL GAUGE INDICATED 500 POUNDS. 20 MINS LATER, IT INDICATED 350 POUNDS AND THAT'S WHERE IT STABILIZED. WHEN MAINT INSPECTED THE AFT TANKS THEY INDICATED THE AFT TANK WAS BONE DRY, EVEN THE AFT TANK WAS INDICATING 350 POUNDS. FORWARD FUEL TANK AND FORWARD FUEL GAUGE HAD THE CORRECT READING OF 650 POUNDS. THE EVIDENCE SHOWS THAT THE AFT GAUGE WAS READING MUCH HIGHER THAN IT SHOULD HAVE WITH FUEL ON BOARD, MEANING WE WERE NOT FUELED PROPERLY, WE WERE SHORTED, DUE TO NO FAULT OF THE FUELING TECHNICIAN OR COCKPIT CREW. WE HAD FLOWN THIS PLANE 2 PRIOR LEGS BEING SHORTED FUEL EACH TIME UNTIL WE RAN OUT OF FUEL IN THE AFT FUEL TANK ENRTE TO AZO. IN ORDER TO AVOID THIS PROBLEM IN THE FUTURE, I FEEL THAT FUEL SLIPS SHOULD INDICATE FUEL ADDED IN POUNDS AND GALLONS AND INCREASE MAINT INSPECTIONS OR SOME TYPE OF AD FOR THE LTT FUEL INDICATING SYS. ALSO CLOSER INSPECTION OF FUEL RECEIVED BY THE PLT BY MULTIPLYING THE POUNDS BY THE GALLONS RECEIVED EACH LEG.

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.