Not necessarily…A PW PT-6 will burn a fair amount of water/muck in the fuel and make sufficient power. When the fuel filter gets clogged the fuel/mix has a means of bypassing the filter and still get to the nozzles. Not something you would want to do for many hours of operation, but it’ll run. In most PT-6 applications the AFM will even provide for the use of Avgas in a pinch for up to a 40-50 hour limitation before a hot-section inspection is required.
Didn’t know there was a difference. Thanks for letting me know.
See page 28-1 of the MMEL Beech Models 65-90/A90/B90/C90/C90A/C90GT/E90
This particular MEL item would not change for either Part 91 or 135 operations…
Mboette wrote:
Its the PIC’s responsibility to make sure the aircraft has the fuel on board that he needs before he takes off. If for some reason there is some sort of piece of hardware that is not working that is needed to determine how much fuel is on board, then the pilot should not fly. EVERYTHING rests on the PIC’s shoulders when it comes to safety of flight.
And yes, I am a pilot.
I begin to like you finally. What you wrote sounds like what we would do where I am from 
. But seriously, I flew C-90s, 200s, and 350 as well as smaller 300. And there is something called a POH which tells you how much fuel you burn at given power setting and altitude, how long it will last and how far you can get. After some time, you develop a feel for how much fuel you need to cross certain number of miles. What you really pay attention to is how much fuel you buy and if it really got to the tanks, because some fuelers can make mistakes. Since you can’t look in the tanks, you better make sure your fuel gauges work properly. Charter flights are pretty simple in this regard but rerouting may affect altitude and the trouble begins. Fuel burn varies dramatically on power settings and altitude. I remember flying a Lear-23 a long time ago and those CJ610 turbojets were extremely ineficient at low altitudes although marvelous at FL 400. If controllers kept us low for some time, it was a reason for a general state of nervousness in the cockpit. The King Air 350 with full fuel tanks can lfy for 3 hours only or over 7.5 hours with 45 min reserves based on power settings and altitude and may cover from 740 to almost 1900 miles while burning the same amount of fuel. So you have to be careful and if the gauges start misbehaving, take action, ask for priorities.
Now, that Genie may actually exsist. A fueler can give you less fuel than you paid for, you believe what he says and can’t verify it due to gauges problem. He may put the fuel cap back on incorrectly and you don’t check it after him. This, trust me, happened to me. But it was a day flight so we saw it while climbing, white foggy stream of jet fuel being sucked out. It needed crossfeeding for balancing and some other action. And finally a general fuel leak. Looking at the diagram, you wonder what point would have to fail to affect both engines. The wreckage looked bad but they will check the fuel system for continuity.
Anyway, they will find out. I offer you an everlasting peace leading to a mutual prosperity in the field we both like!
Dan
A GOM for each company is Differnt and more restrictive then the Regs. Ya’ll Have no clue what 135 or 121 flying is do you? like I said Armchair pilots
Really??? Source please that we can evaluate ourselves.
For those that don’t know what GOM is, as I had to look it up myself, it means General Operating Manual per FAA reference I found via Google.
The word GENERAL conflicts with your statement above (specifically the word restrictive) AND the FAA reference I found refers to a GOM seperate and apart from the MEL which clearly indicates it is not company specific as you make it to be.
So, again, I will ask, what reference you have that supports your statement that a GOM is more restrictive then the regs.
Allen
Easy there flyboy…“Ya’ll” have no idea as to the level of knowledge and experience of the participants of this forum…including mine…
If you’re going to let your ego run amok sliding out comments that can be construed as insulting…stand by…there are a couple of veterans around here that will have you begging for them to take your lunch money…
I think I’ll go grab a cold one…lean back, and enjoy the show…
Think I will join ya…
Just called Vegas. They have set the over/under at 4 posts after this one before this thread is locked. Any takers?
My sources say they are going to let this one play out. And it should be a good one.
This should make the work day go by MUCH faster. 
Holy cow, I’m sick of you already. Everyone else on this website at one point or another has listed what credentials they have. Now you come along and spout off with out offering 1 shred of your experience. I assume you have some, but at the same time I could safely assume that you’re 16 and your mom and dad just let you get your first computer and you thought it would be fun to come here and act like an expert.
My experience is as follows. 7500 hours about 6200 hours of which is in turbine powered a/c. About 5500 hours under 135. I have no 121 time.
With that I offer you this…
The MEL for use on the aircraft must be derived from the MMEL for the aircraft type and may not be less restrictive then the MEL on which it’s based.
The MMEL for a BE90 requires:
Fuel Guages:
One may be inoperative provided:
Indicators a) A reliable means is
(65-90, A90, B90) established to determine
that fuel quantity on board
meets the regulatory
requirements for the flight,
b) Both Fuel Flow Indicators
are operative,
c) Both Auxiliary Fuel
Quantity Indicators are
operative, and
d) Both NO FUEL XFR
Annunciators are operative.
For a fuel Totalizer:
- Fuel Totalizer C 1 0 (M)
The M means that…
Requires the operator to develop a maintenance procedure to
determine cause of malfunction and take appropriate action.
So with a fuel totalizer out there either has to be an MEL in order to fly. With a fuel gauge out, see note a.
Introduce an GOM or FOM if you want, it can’t be less restrictive then the MMEL or MEL. So tell me what the GOM would say that would allow the pilot to take off with a broken fuel gauge (allegedly his words to the passengers) with out topping of the a/c (his words again). So you can defend this guy to the hilt. But from what the witnesses said to the press it is his fault. He in the very least violated the MEL, which led to the accident.
Now everything you say after this means little or nothing to me if you don’t provide your supposed expertise. I’m guessing you’re a smart guy, with plenty of experience. I’m thinking too, that you knew the guy. One thing I do know about you is that your good at sling insults.
You remind me of Avbug from a few other forum sites.
GOM?
FOM?
Are these general operating manual and flight operating manual respectively or something else?
Yep, they are as you said.
Now to test your movie trivia, what is a R.O.U.S. Buttercup? 
OOH!!! OOH!!! I KNOW!!! I KNOW!!! PICK ME!!! And all without doing an internet search…
Pika, you raised your hand first so please let us know! (I’m too lazy to do a search!)
Rodents Of Unusual Size…
One of the three dangers of the Fire Swamp…
ROUS
Fire Bursts
Lightening Sand…which is like quicksand, only you sink a lot faster…
Wow that was fast.
As you wishhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhhh.
My name is Nik H. you insulted my friends, prepare to be scolded.
Best movie ever PERIOD
Wife loves the movie. Probably her favorite movie to watch when she is sick. Think she watched it 20 times when she was pregnant.
Anyway, we now return you to your regularly scheduled thread…
“Buttercup” is a giveaway!
Among the best I’ll grant you. Blazing Saddles and/or Young Frankenstein is first, closely followed by Rocky Horror Picture Show.
$.02