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After approximately two hours and 15 minutes [total flight
time]…the decision was made to divert to ZZZ, a distance
of 30 nautical miles…. Just before turning final, the
engine started to sputter and died. I landed two miles
short of the runway in a plowed field.
There was no indication of fuel leakage.... Normal fuel
burn prior to the overhaul...provided a duration of
approximately four hours. On this flight, the fuel was
exhausted at approximately two hours and thirty minutes.
Given the burn rate experienced during the first hour of
flight, two hours and thirty minutes would have been a
reasonable estimate for planning the off-airport landing.
AD — Attention Deficit
Advancing on a Good Hop
In this report, engine overhaul was once again a factor in
a fuel starvation incident. A lucky bounce in the infield
saved the day.

My engine lost power [when] I was about three miles
from the end of the runway in a descent… The apparent
reason for the engine failure was a lack of fuel in the left
tank…. The engine fired up after a touchdown bump in the
field before the runway that permitted a normal landing....
A recent overhaul reduced the time on each tank from 2.5
hours to 2.0 hours. I was aware of this and…since the
flight from ZZZ took three hours, there would have been
an hour left in the right tank. Having not completed my
landing check because of the problem, I did not know that.
The solution is to start landing checks earlier, probably
before descent.
Fuel quantity, burn rate, and tank selection should be
monitored closely throughout the entire flight.
... All Over Again” Yogi Berra
As if they didn’t have enough to do keeping the
passengers contented, safe and secure, the Cabin
Attendants on this flight also discovered an unusual fuel
problem– (L)Avgas.
Meanwhile… in the Bleachers

The First Class Flight Attendant advised of a gasoline
type odor coming from the forward lavatory…[then] three
flight attendants called from the rear galley [to report] a
strong gasoline type smell from the aft lavatories. Not
knowing what we had…we took the necessary precautions
anyway.... [The associated] circuit breakers were pulled
and the lavatories were locked.... Operations advised that
it was, in fact, 100LL Avgas (not the type of “blue fluid” we
were expecting in the lavatories). Dispatch advised [us] to
divert to the nearest field immediately…. According to
maintenance, the lavatory truck had been topped off with
blue fluid earlier that day. However, the blue fluid was
100LL Avgas, not lavatory fluid. We were the 13th aircraft
to be serviced from that truck. The first 12 received pure
lavatory fluid because the Avgas, rose to the top. Since the
truck’s pumps suck from the bottom, they were not affected.
We weren’t so lucky. Our forward lavatory received a
mixture of lavatory fluid and Avgas, but the aft lavatories
got all Avgas…. It is not certain, but is felt that the truck
driver loaded Avgas because it is blue. Then, realizing the
mistake, filled the truck with blue lavatory fluid….
From the Broadcaster’s
Booth

A jet departed while a Cub was in the pattern
doing touch and goes. The jet developed an
emergency and.... I vectored it back to the airport....
I sequenced the Cub...to follow the jet. When the jet
rolled past Taxiway Yankee, I put a Cardinal into
position... The last time I saw the Cub he...was
doing a 360 [degree turn] to allow the jet to land. I
was distracted watching for the jet to clear. When I
turned around to check for the Cub and to clear the
Cardinal for takeoff, I spotted the Cub about to
touchdown. I didn’t issue a go around because I felt
it would have been more dangerous than allowing
the Cub to land. The Cub stopped over 100 feet
behind the Cardinal, then cleared the runway. The
Cub pilot said he saw the Cardinal sitting on the
runway, but knew he could land and stop soon
enough. In hindsight, I would not have put the
Cardinal into position at the intersection after the
jet landed... Also, I should have instructed the Cub
to continue doing 360’s on the downwind until this
situation with the jet ended. Valuable lessons were
learned. Don’t try to do too many things while an
emergency can distract your attention from the
operation. Also, I should have requested assistance
from other controllers [who were] on break. More
eyes and ears help keep things safer.
The controller who submitted
　
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