Number 199
January 1996
Night for
December 22nd was the winter solstice, the shortest day of the year. In much of the continent al U.S., flights that only a few months earlier were conducted completely in daylight, may now begin in the darkness before the dawn or conclude after sunset. The following ASRS reports illustrate two of the potential hazards associated with these additional hours of winter darkness.
First, a commuter flight crew learned that looks can be deceiving during a pre-dawn pre-flight. ■ Three out of four fuel caps were left off the aircraft, and missed on pre-flight and pre-takeoff checks. The aircraft was flown with the caps off, and returned to its point of origin for landing without incident. The caps had been removed for painting. The PIC assumed they were replaced since all pre-flight paperwork released the aircraft for flight. The PIC did not physically touch the caps, but rather looked at them in pre-dawn lighting. The caps looked recessed. A “look pre-flight” as opposed to a “touch or close inspection pre-flight” in low ambient light was a factor affecting performance. ...So much for the dreaded flashlight pre-flight. The reporter does not specify whether a flashlight was actually used in this incident. A good flashlight would have been the minimum equipment needed for a thorough pre-flight of the aircraft. Additionally, a ladder might have allowed the PIC to get close enough to touch the fuel caps and confirm that they were in place and properly seated. An early evening flight almost became a “graveyard” flight for this non-instrument-rated pilot, who met clouds and darkness at the same time. ■ I left XYZ later than I originally intended. In retrospect, I should not have left at a time that would require night VFR flight, given the cloud conditions. [When] I came upon a large cloud front... I tried to climb over it, but soon elected to descend below it. I did not notice entering IMC at first, and, in fact, remember being curious why the anti-collision lights were illuminating the cockpit and causing a strobe effect on the prop. Shortly thereafter, I noticed that the turn coordinator was pegged in a left turn, the attitude indicator showed a 45-60° left bank, the directional gyro was spinning rapidly...and the airspeed indicator dropped to 60 knots, then to zero. I recognized the signs of [an impending] “graveyard spiral” and was able to return the plane to straight-and-level flight. The real cause [of this incident] was...lack of appreciation of the danger of night VFR.
Day
Lights Out !
A corporate pilot almost found himself left in the dark when his aircraft experienced a total electrical failure. ■ I activated the pilot-controlled runway lighting and proceeded with my run-up and pre-flight checks. [After takeoff], I turned off my aircraft landing light, after which I lost all electricals. I turned back to the field... I did not feel I could spend much time in the pattern because the pilot-controlled lighting might go out and I would have no way to reactivate the runway lights. I decided to land in the reverse direction... Posting of “on times” (5 minutes, 10 minutes, etc.) for lighting on charts, airport guides, etc. would allow pilots to determine how much time is left before shutoff of runway lights in emergency electrical failures. Some additional pre-flight reading might have saved our reporter a lot of worry. The Airport/Facility Directory indicates that this airport has pilot-controlled Medium Intensity Runway Lighting (MIRL), an FAAapproved system. The AIM explains that FAA-approved lighting systems illuminate the lights for a period of 15 minutes from the time of the most recent activation. The AIM suggests that, even when runway lights are on, pilots should key their mikes seven times, to ensure that the full 15-minute lighting duration is available.
“Dark Amid the Blaze of Noon”
– John Milton
An unusual solar eclipse was at the heart of the nearmidair collision described in the next report. ■ We were cleared [down] to 7000 feet. [We] saw a light twin directly in front of us, moving left to right...and the First Officer immediately grabbed the yoke and rolled the plane into a 20° left bank. We notified the Approach Controller, who did not have the aircraft on radar. At the time of the incident, a rare eclipse of the sun was occurring, and we were told afterward there were many targets on radar. We theorize that the light twin was a sightseer of the eclipse, and in all probability never saw us. In any lighting situation—daylight or dark—the key concept is to “see-and-avoid.”
ASRS Recently Issued Alerts On...
Elevator trim icing problems in older DHC-8 aircraft False localizer indications on a Mexican ILS approach Reportedly unreliable wind sensors at a Hawaii airport B737-300 runaway rudder trim caused by a short circuit NICAD battery fire hazard in carry-on electronic equipment
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
October 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1776 724 77 47
TOTAL
2624
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_199.pdf
January 1996
Night for
December 22nd was the winter solstice, the shortest day of the year. In much of the continent al U.S., flights that only a few months earlier were conducted completely in daylight, may now begin in the darkness before the dawn or conclude after sunset. The following ASRS reports illustrate two of the potential hazards associated with these additional hours of winter darkness.
First, a commuter flight crew learned that looks can be deceiving during a pre-dawn pre-flight. ■ Three out of four fuel caps were left off the aircraft, and missed on pre-flight and pre-takeoff checks. The aircraft was flown with the caps off, and returned to its point of origin for landing without incident. The caps had been removed for painting. The PIC assumed they were replaced since all pre-flight paperwork released the aircraft for flight. The PIC did not physically touch the caps, but rather looked at them in pre-dawn lighting. The caps looked recessed. A “look pre-flight” as opposed to a “touch or close inspection pre-flight” in low ambient light was a factor affecting performance. ...So much for the dreaded flashlight pre-flight. The reporter does not specify whether a flashlight was actually used in this incident. A good flashlight would have been the minimum equipment needed for a thorough pre-flight of the aircraft. Additionally, a ladder might have allowed the PIC to get close enough to touch the fuel caps and confirm that they were in place and properly seated. An early evening flight almost became a “graveyard” flight for this non-instrument-rated pilot, who met clouds and darkness at the same time. ■ I left XYZ later than I originally intended. In retrospect, I should not have left at a time that would require night VFR flight, given the cloud conditions. [When] I came upon a large cloud front... I tried to climb over it, but soon elected to descend below it. I did not notice entering IMC at first, and, in fact, remember being curious why the anti-collision lights were illuminating the cockpit and causing a strobe effect on the prop. Shortly thereafter, I noticed that the turn coordinator was pegged in a left turn, the attitude indicator showed a 45-60° left bank, the directional gyro was spinning rapidly...and the airspeed indicator dropped to 60 knots, then to zero. I recognized the signs of [an impending] “graveyard spiral” and was able to return the plane to straight-and-level flight. The real cause [of this incident] was...lack of appreciation of the danger of night VFR.
Day
Lights Out !
A corporate pilot almost found himself left in the dark when his aircraft experienced a total electrical failure. ■ I activated the pilot-controlled runway lighting and proceeded with my run-up and pre-flight checks. [After takeoff], I turned off my aircraft landing light, after which I lost all electricals. I turned back to the field... I did not feel I could spend much time in the pattern because the pilot-controlled lighting might go out and I would have no way to reactivate the runway lights. I decided to land in the reverse direction... Posting of “on times” (5 minutes, 10 minutes, etc.) for lighting on charts, airport guides, etc. would allow pilots to determine how much time is left before shutoff of runway lights in emergency electrical failures. Some additional pre-flight reading might have saved our reporter a lot of worry. The Airport/Facility Directory indicates that this airport has pilot-controlled Medium Intensity Runway Lighting (MIRL), an FAAapproved system. The AIM explains that FAA-approved lighting systems illuminate the lights for a period of 15 minutes from the time of the most recent activation. The AIM suggests that, even when runway lights are on, pilots should key their mikes seven times, to ensure that the full 15-minute lighting duration is available.
“Dark Amid the Blaze of Noon”
– John Milton
An unusual solar eclipse was at the heart of the nearmidair collision described in the next report. ■ We were cleared [down] to 7000 feet. [We] saw a light twin directly in front of us, moving left to right...and the First Officer immediately grabbed the yoke and rolled the plane into a 20° left bank. We notified the Approach Controller, who did not have the aircraft on radar. At the time of the incident, a rare eclipse of the sun was occurring, and we were told afterward there were many targets on radar. We theorize that the light twin was a sightseer of the eclipse, and in all probability never saw us. In any lighting situation—daylight or dark—the key concept is to “see-and-avoid.”
ASRS Recently Issued Alerts On...
Elevator trim icing problems in older DHC-8 aircraft False localizer indications on a Mexican ILS approach Reportedly unreliable wind sensors at a Hawaii airport B737-300 runaway rudder trim caused by a short circuit NICAD battery fire hazard in carry-on electronic equipment
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
October 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1776 724 77 47
TOTAL
2624
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_199.pdf
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