Fuel Cap...

this a 48 fuel cap,
 

Attachments

  • IMG_4191-1.jpeg
    IMG_4191-1.jpeg
    86.4 KB · Views: 316
Just be glad it isn’t a fuel cap for a CJ2. Apparently, those are $12K from Textron (according to a post on CJP)
 
RudyP said:
Just be glad it isn’t a fuel cap for a CJ2. Apparently, those are $12K from Textron (according to a post on CJP)
Click to expand...

Yingling Price. Maybe the whole panel adapter plate + cap is $12k.

They want $197 just for the chain lol.

upload_2021-1-27_12-37-49.png
 
If you’re on proparts, you have to buy from textron at their prices though. Even if someone else has it for less.
 
RyanB said:
Curious - why is that?
Click to expand...

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.
 
DFH65 said:
I think leaving the oil cap off or loose is worse. Ask me how I know. :rolleyes:
Click to expand...

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 ...
 
FuelCapMan said:
I did something so dumb.

I forgot to secure my fuel cap. I was at an unfamiliar airport, using a self service machine. The machine looked like it was from the dawn of time. The gallons dispensed gauge was for the most part INOP on the machine.

As a result, I got on and off my wing multiple times to check how much fuel had actually been dispensed. Since I got on and off multiple times on the same wing, I didn't fasten the cap the final time off that wing.

Even after walking around the aircraft, I did not spot the unsecured fuel cap. How? I have no clue. I was only on the ground for a few minutes so anything more than a general walk around felt like overkill. Apparently not!

I feel so dumb! I am disappointed in myself as I am a better pilot than that! I always do my best to take my time and be vigilant. I'm so confused how I let this happen.

I flew almost two hundred miles with (I am assuming) no fuel cap. Fuel calculations were normal. The wing was not covered in fuel. Always thought fuel would get sucked out of tank. Apparently not.

Anyone have any thoughts?

I am a young pilot, around 200 hours, working on my commercial license.

Aircraft is a high wing. I have well over 100 hours in type aircraft. However, most are from two years ago. Recent flight experience is in low wing.
Click to expand...

1) You’ll never do that again.
I promise.

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

Sent from my Pixel 3 XL using Tapatalk
 
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.
 
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.
 
Arnold said:
c) no reason to say anything - don't want to embarrass the guy.
Click to expand...

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.
 
PaulS said:
Don't leave something until it's finished. For fueling, that means installing the cap and latching it before going to the next tank. Don't leave it for later, even if you are going to sump the tank, always complete what you start.
Click to expand...
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.
 
Last edited:
Zeldman said:
You are not the first to do this, and you won't be the last.

Just wait 'til you leave a seatbelt hangin' out the door and have it make so much racket you will think something is stuck in the prop...:lol:
Click to expand...
After checking the oil on a Cessna 150 preflight, I left the oil dipstick laying on top of the motor instead of replacing it and tightening it down. I closed the engine compartment door and took off, did some pattern work, and returned to the hanger when I was finished. My flight instructor was standing outside as I taxied back in, and all of a sudden he took off his sunglasses and made a b-line towards my airplane with a very strange look on his face. When I got out of the airplane, it had oil running down the entire side of the airplane. All but 2 quarts of oil were left in the engine after it cooled down. I have no idea why the engine didn't seize in flight? There was not enough oil in the tank to circulate through the engine.
 
I look at those dang caps every time I go behind the wing. Every time! Care to guess why.?
 
I always dip the tanks to measure fuel levels. One time, I left the fuel gage tube sitting on the top of the cowl (of a 172), and proceeded to taxi, runup, and take off. I heard it go, aborted the takeoff (if I remember correctly) and did a fast trip on foot back down the runway. Found it, a bit scratched up, but still useable. Haven't done that a 2nd time!
 
Fortunately, I haven’t taken off without a cap yet, but when pulling my plane out of the hangar recently after a full-serve full up, I noticed a strong smell of fuel and sure enough, the fuel cap hadn’t been replaced. It was streaming back along the wing the whole time I pulled it down our little driveway. I got the lesson without the pain fortunately, but like many of the rest of you, it’s now an indelible item on my checklist now!
 
One that baffled me is I lost one off my luscombe and I know for certain it was on when I got in.I always check the vent tubes on top the cap to make sure they’re pointing the right way but thankfully it landed on the runway.I was doing numerous touch n goes so not sure when it fell off
 
Happened to me once, and never again. To avoid this, while sumping I keep the cap closed or in my hand and do an idiot final walk around check and once again back inside, before firing up, check the caps left and right lol.
 
Everyone does it at least once.

One day I was on FF and got a call from ATC. They said my oil cap was found on the ramp at the departure airport. It was in an LSA with a Rotax so I remarkably lost no oil.

Now when I fly in GA, the last thing I do before I hop in is one last quick walk around checking fuel caps, oil dipsticks and my baggage door.
 
Been there, done that. In the runup area at the runway threshold, I noticed my fuel cap sitting on the wing during the 'free and correct' check. I let ground know I needed to shut down and exit the plane.

But that begs the question, what do you do if you've lost your fuel cap and you're at a remote airport with no services other than SS fuel?
 
Sac Arrow said:
Been there, done that. In the runup area at the runway threshold, I noticed my fuel cap sitting on the wing during the 'free and correct' check. I let ground know I needed to shut down and exit the plane.

But that begs the question, what do you do if you've lost your fuel cap and you're at a remote airport with no services other than SS fuel?
Click to expand...
I carry a spare . . . and that came in handy once.
 
Sac Arrow said:
Been there, done that. In the runup area at the runway threshold, I noticed my fuel cap sitting on the wing during the 'free and correct' check. I let ground know I needed to shut down and exit the plane.

But that begs the question, what do you do if you've lost your fuel cap and you're at a remote airport with no services other than SS fuel?
Click to expand...
Stuff a rag in it.
 
Once I found our 172 axle nut (with a cotter pin in it) Sure enough that brake caliper was holding the wheel on.
Our in house investigation determined one of our mechs put the wrong 172 wheel assy on (wider) and then safetied until the cotter passed through.
 
Back
Top