CALLBACK CALLBACK
From NASA's Aviation Safety Reporting System�
Number 187
December 1994
In Search of...
The charter pilot who submitted the following report to ASRS noted at the end of her narrative, “Guardian Angels: 1, Demons: 0.” Here’s her story of how a seeming misfortune was transformed into a stroke of luck:
A
Aviangels
Guardian Angels: 1, Demons: 0 0
Contributing factors to the belly drain being kicked open: It is poor design to have the drain’s actuator in a passenger area. No one would suspect this freakish occurrence, leastwise a passen ger, who was unaware her seat housed an aircraft fuel drain. It was dark and she wouldn’t have seen an open cover. This drain should be actuated from outside the plane, like the four-tank drains are. Pilot acted properly in checking for damage after striking taxiway light. Several pilots have mentioned that they might have “just kept going as long as there wasn’t any vibration.” Prop damage in this case required prop overhaul. And if I hadn’t checked for damage, I might have run a tank dry on an overwater flight, due to unrelated open drain. We can suggest several possible preventives for this unusual type of drain actuator incident. One is to install a metal cover plate less susceptible to damage by passengers. An interim solution is to brief passengers on the location of the drain actuator, and conduct careful preflight and post-flight inspections of the drain actuator area.
■ When taxiing for takeoff [at night], I lost sight of visual references for taxiway and struck a taxiway light with the prop. I returned to ramp for damage check. Purely coincidentally–after the front passenger and I exited the aircraft, I observed fuel flowing freely from the aircraft’s belly drain. I evacuated remaining passengers and determined that the belly drain actuator, which in the Cherokee Six is located on the front of the passenger seat behind the co-pilot position, was stuck open. Apparently the middle seat passenger must have, while boarding, caught a shoe on the drain actuator cover, as the plastic cover was half ripped off (one screw attached, one screw out) and the cover had caught on and pulled open the handle. If I had not hit a light and returned to check the prop, I would have flown my trip with a wide-open fuel drain!
Wisdom Consists of Being Wise in Time
Flamboyant attempts to impress passengers with piloting skills– known as “showboating” and "grandstanding"–are rarely in the best interests of safety, as discovered by a contrite reporter to ASRS: announced that he would be departing Runway 26. I saw the airplane and asked him to hold until I was clear of the runway. The Cessna moved into position and held on Runway 26. I as cended slightly to approximately 75 feet AGL and passed over the stationary Cessna. After the pass we did some sightseeing and returned for landing. I believe what caused this problem was a pilot [me] giving in to others’ requests to impress them with his flying ability through show boating. This in actuality shows very poor judgment. This event went without an accident...only due to pure luck...I have learned a valuable lesson about maturity... What I will do to correct this situation in the future is to say what my flight instructor would say when friends requested him to showboat: “I don’t need to take that risk to prove my flying abilities, I just need to show you the certificates and ratings in my wallet.”
■ I invited some friends to go for airplane rides...a total of two rides with five friends in the airplane on each ride. When they arrived they asked to take some pictures of the airplane in flight. I informed them that if they stood on the ramp I would fly over the runway at a low altitude so they could get the pictures. I took off [with passengers] into the wind on Runway 26, climbed to 500 feet AGL and turned the aircraft around and lined up on final for Runway 08. I flew the length of the runway at a low altitude. When I reached the end I made an abrupt pull-up and climbed 600 feet. We next did some sight-seeing and returned to the airport and landed on Runway 26. Then I turned the airplane around and lined up on final for Runway 08 for another low pass. On this pass, when I was half way down the runway, a Cessna 172
“Providence Is on the Side of Clear Heads”
An air carrier crew describes how the quick thinking of a cargo handler prevented an aircraft fire, and possibly even greater disaster: ently the suitcase did not show visible signs of fire, but felt warm as it was being loaded. It could have been dismissed...but cargo handler chose to investigate. It’s a good thing he did, because not only did his actions save damage to other cargo, other passenger luggage, and the aircraft, but I feel that he may have saved the lives of the passengers and crew...Our grateful and heartfelt thanks...
■ A passenger placed a large number of matches in a suitcase along with a phone book and numerous other flammable materials. The matches rubbed together and caught fire as the suitcase was being handled into the cargo bay. Appar ASRS Recently Issued Alerts On...
Smoke from electrical wiring in a Beech 1900C cockpit Hard landing of an Airbus A320 attributed to dust devils Recurring coverage problems with an ATC ASR-9 radar A near midair collision of a turbojet with a weather balloon Uncommanded roll of B747-200F with autopilot in INS mode
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
October 1994 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1874 752 75 32
TOTAL
2733
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_187.pdf
From NASA's Aviation Safety Reporting System�
Number 187
December 1994
In Search of...
The charter pilot who submitted the following report to ASRS noted at the end of her narrative, “Guardian Angels: 1, Demons: 0.” Here’s her story of how a seeming misfortune was transformed into a stroke of luck:
A
Aviangels
Guardian Angels: 1, Demons: 0 0
Contributing factors to the belly drain being kicked open: It is poor design to have the drain’s actuator in a passenger area. No one would suspect this freakish occurrence, leastwise a passen ger, who was unaware her seat housed an aircraft fuel drain. It was dark and she wouldn’t have seen an open cover. This drain should be actuated from outside the plane, like the four-tank drains are. Pilot acted properly in checking for damage after striking taxiway light. Several pilots have mentioned that they might have “just kept going as long as there wasn’t any vibration.” Prop damage in this case required prop overhaul. And if I hadn’t checked for damage, I might have run a tank dry on an overwater flight, due to unrelated open drain. We can suggest several possible preventives for this unusual type of drain actuator incident. One is to install a metal cover plate less susceptible to damage by passengers. An interim solution is to brief passengers on the location of the drain actuator, and conduct careful preflight and post-flight inspections of the drain actuator area.
■ When taxiing for takeoff [at night], I lost sight of visual references for taxiway and struck a taxiway light with the prop. I returned to ramp for damage check. Purely coincidentally–after the front passenger and I exited the aircraft, I observed fuel flowing freely from the aircraft’s belly drain. I evacuated remaining passengers and determined that the belly drain actuator, which in the Cherokee Six is located on the front of the passenger seat behind the co-pilot position, was stuck open. Apparently the middle seat passenger must have, while boarding, caught a shoe on the drain actuator cover, as the plastic cover was half ripped off (one screw attached, one screw out) and the cover had caught on and pulled open the handle. If I had not hit a light and returned to check the prop, I would have flown my trip with a wide-open fuel drain!
Wisdom Consists of Being Wise in Time
Flamboyant attempts to impress passengers with piloting skills– known as “showboating” and "grandstanding"–are rarely in the best interests of safety, as discovered by a contrite reporter to ASRS: announced that he would be departing Runway 26. I saw the airplane and asked him to hold until I was clear of the runway. The Cessna moved into position and held on Runway 26. I as cended slightly to approximately 75 feet AGL and passed over the stationary Cessna. After the pass we did some sightseeing and returned for landing. I believe what caused this problem was a pilot [me] giving in to others’ requests to impress them with his flying ability through show boating. This in actuality shows very poor judgment. This event went without an accident...only due to pure luck...I have learned a valuable lesson about maturity... What I will do to correct this situation in the future is to say what my flight instructor would say when friends requested him to showboat: “I don’t need to take that risk to prove my flying abilities, I just need to show you the certificates and ratings in my wallet.”
■ I invited some friends to go for airplane rides...a total of two rides with five friends in the airplane on each ride. When they arrived they asked to take some pictures of the airplane in flight. I informed them that if they stood on the ramp I would fly over the runway at a low altitude so they could get the pictures. I took off [with passengers] into the wind on Runway 26, climbed to 500 feet AGL and turned the aircraft around and lined up on final for Runway 08. I flew the length of the runway at a low altitude. When I reached the end I made an abrupt pull-up and climbed 600 feet. We next did some sight-seeing and returned to the airport and landed on Runway 26. Then I turned the airplane around and lined up on final for Runway 08 for another low pass. On this pass, when I was half way down the runway, a Cessna 172
“Providence Is on the Side of Clear Heads”
An air carrier crew describes how the quick thinking of a cargo handler prevented an aircraft fire, and possibly even greater disaster: ently the suitcase did not show visible signs of fire, but felt warm as it was being loaded. It could have been dismissed...but cargo handler chose to investigate. It’s a good thing he did, because not only did his actions save damage to other cargo, other passenger luggage, and the aircraft, but I feel that he may have saved the lives of the passengers and crew...Our grateful and heartfelt thanks...
■ A passenger placed a large number of matches in a suitcase along with a phone book and numerous other flammable materials. The matches rubbed together and caught fire as the suitcase was being handled into the cargo bay. Appar ASRS Recently Issued Alerts On...
Smoke from electrical wiring in a Beech 1900C cockpit Hard landing of an Airbus A320 attributed to dust devils Recurring coverage problems with an ATC ASR-9 radar A near midair collision of a turbojet with a weather balloon Uncommanded roll of B747-200F with autopilot in INS mode
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
October 1994 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1874 752 75 32
TOTAL
2733
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_187.pdf
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