Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Distribution System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting; Time Pressure; Human-Machine Interface; Distraction; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; Flight Crew Inflight Shutdown; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This event; fuel imbalance leading to engine shut down; Captain declaring an emergency. Following takeoff; turning from eastbound around a rain cell near the Atlantic shoreline; to the northwest to eventually join the departure with Departure Control; and passing 10;000 FT; VMC on top of all local weather; the pilot not flying noticed fuel imbalance; right wing lower by 600-800 LBS than the left wing tank. Requested stop climb at 11;000 and remain in the vicinity of the departure airport while troubleshooting problem. Running abnormal fuel imbalance checklist lead to right engine shut down and uneventful emergency landing back at our departure airport; slightly above maximum landing weight and following smooth touch down and rollout the ARFF crew double checked the aircraft for fuel leaks or any hot spots then followed the aircraft to the gate. Adherence to and disciplined timely use of flight prescribed checklists helped catch this fuel system imbalance before structural or flying quality changes may have challenged this crew beyond their abilities. The crews also choose to remove themselves from further flying following the stressful event to decompress and share lessons learned. Maintenance preliminary findings determined the leak was somewhere between the fueling/defueling manifold and the right engine; further maintenance trouble shooting will eventually isolate the problem for future reductions of this type event.


Second narrative: I had this same scenario two months prior and so I communicated my belief that we had a fuel leak on the right side. I suggested to the pilot not flying that he run the QRH procedure for fuel imbalance (IMBAL) and fuel leak; and that we needed to turn back to land. Pilot not flying agreed and began running the QRH IMBAL; and fuel leak procedures. Pilot not flying also worked to coordinate the emergency return with the cabin crew and made a PA advising the passengers. I continued to fly the aircraft and coordinated by radio with Air Traffic Control to return for a landing. While descending on a base leg to final pilot not flying and I coordinated to shutdown the right engine in accordance with the Fuel Leak QRH procedure. Pilot not flying also reviewed single approach and missed approach procedures. After a series of vector from Approach to help us loose the necessary; I intercepted final approach for the ILS. I flew the approach single engine with flaps 15 according to procedure. The approach and landing were uneventful; though we did land at about 1;000 LBS over maximum landing weight. Pilot not flying elected to stop straight ahead on the runway for fire crews to inspect the aircraft for fuel leaks; hot brakes; or any other anomalies. Not were noted so the Captain taxied aircraft to the gate with fire response team escort. Passengers were deplaned at the gate and the aircraft was turned over to Maintenance. This is the second engine shutdown I have experienced in the last two months. In both instances; upon engine shutdown inflight (i.e.; closing the engine and spar fuel valves) the leak was arrested. In the first instance; the leak was on the left side. In the current instance; the leak was on the right side. Though an odd coincidence; the two events do not appear to be related therefore I can offer no corrective action. In the second occurrence; prior to pushback from the original gate; the fueled stopped fueling at approximately 15;000 LBS when the indication for the left side of the fuel panel failed. Maintenance was called and upon arrival found the left side quantity indicator began to work again. Fueling was continued; and we departed shortly thereafter whereupon we encountered the leak on the right side. After returning to the gate a mechanic came into the aircraft to investigate the fuel leak. He later came into the aircraft and indicated that there was a crack found on the refueling coupler at the fueling panel (right wing).


Synopsis: A B737-800 crew identified a fuel leak after takeoff so they declared an emergency; completed the QRH; shut the engine down and returned to the departure airport where maintenance identified a crack somewhere in right wing fuel plumbing prior to the engine.