Number 203
May 1996
Aircraft Sick Call
A recent issue of Callback discussed flight crew illness and incapacitation. An aircraft can become “incapacitated,” too, sometimes with a little help from its crew—the other half of the human-machine team. Reporters offer some stories of how their aircraft came to be on the injured list. Distraction from nearby traffic was the undoing of an air carrier crew and its aircraft. our preflight inspection, we did not look for the mat or any other abnormality. On takeoff roll, the mat had been sucked into the left engine. The fire was the mat burning inside the engine. Since the red carpet is still in use, one of the pilots now makes a quick walk-around to see that all the mats are in their proper places.
■ As we started our takeoff roll, the autothrottles
advanced power to the maximum. At approximately 80 knots, I noticed an overshoot on the #2 engine’s N1 [compressor speed] to approximately 100.7%, the target being 97.3%. I attempted to correct the power setting manually. As we rotated, we adjusted our heading to clear [VFR traffic ahead]. I looked down to the engine instruments and noticed both red overtemp lights were on on the EGT gauges. We immediately selected climb thrust, which brought all the readings back to normal. We continued to monitor the instruments looking for anything abnormal, but everything was normal for the rest of the flight. We accomplished the appropriate checklists and made logbook entries as required. Our eyes were outside the cockpit, our first priority being traffic avoidance. Had we been on the instruments, we would have noticed the high EGTs [before they peaked]. Apparently, both engines had to be changed. A clear division of cockpit tasks is necessary for the crew to keep up with the ever-changing engine instruments, as well as the ever-changing environment outside the cockpit.
More Hot Stuff
The next report describes how a biplane received damage, and how its pilot got hurt as well.
■ I had just finished washing the aircraft. I hot-started
it, and put in too much throttle. It got away from me and hit the building. My intent was to taxi to the hangar. I had not put on my seatbelt (stupid!). Therefore, I got a cut over my eye when the aircraft stopped. The propeller, engine, and left wing were all damaged, and the frame may be bent. The aircraft’s brakes could have failed if they got wet during the wash job. In any event, seatbelts are a “must” anytime the aircraft engine is started.
All Hands On Deck
A light twin aircraft sustained damage at the hands of a student during a training flight. The instructor reports:
Red Carpet Treatment
The First Officer of a corporate aircraft reports an unusual cause of an “overheated” engine:
■ [During takeoff], just as we reached rotation speed,
the student raised the nose and, for no explainable reason, he reached down and raised the gear at the same time. The left prop hit the runway. He yanked back on the yoke to try and climb. I took control of the airplane and while I was doing so, my student reduced both throttles to idle in an attempt to abort! I reapplied full power and lowered the nose to normal climb attitude. In discussing this with the student after the fact, he was at a total loss as to why he did what he did. It is because of incidents exactly like this one that I do not do touch-andgo landings. Instructors need to watch where students put their hands. Visual verification of the control being moved is paramount in a cockpit full of levers, knobs and switches.
■ Upon initiation of the takeoff roll, we noticed a noise
on the left side of the aircraft, and the aircraft veered left. It felt like a blown tire; however, it was an engine failure. We immediately aborted and pulled off the runway. The Tower reported fire and smoke from the left engine. The PIC shut it down and did the engine fire checklist. We taxiied to the ramp and exited the aircraft. Mechanic’s inspection [revealed the presence of] a “red carpet” mat like that laid on the ground under the door. The mat was placed on the wing by the mechanic, who then moved the aircraft with a tug. As we had completed
ASRS Recently Issued Alerts On...
Ambiguous A-320 ECAM procedures Inoperative static port heaters on several B-727s Unreliable UHF frequencies at a Connecticut airport Unreliable NDB navigation between Florida and Cuba B737-400 rudder pedal restriction attributed to older PCUs
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
February 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1774 658 84 34
TOTAL
2550
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_203.pdf
May 1996
Aircraft Sick Call
A recent issue of Callback discussed flight crew illness and incapacitation. An aircraft can become “incapacitated,” too, sometimes with a little help from its crew—the other half of the human-machine team. Reporters offer some stories of how their aircraft came to be on the injured list. Distraction from nearby traffic was the undoing of an air carrier crew and its aircraft. our preflight inspection, we did not look for the mat or any other abnormality. On takeoff roll, the mat had been sucked into the left engine. The fire was the mat burning inside the engine. Since the red carpet is still in use, one of the pilots now makes a quick walk-around to see that all the mats are in their proper places.
■ As we started our takeoff roll, the autothrottles
advanced power to the maximum. At approximately 80 knots, I noticed an overshoot on the #2 engine’s N1 [compressor speed] to approximately 100.7%, the target being 97.3%. I attempted to correct the power setting manually. As we rotated, we adjusted our heading to clear [VFR traffic ahead]. I looked down to the engine instruments and noticed both red overtemp lights were on on the EGT gauges. We immediately selected climb thrust, which brought all the readings back to normal. We continued to monitor the instruments looking for anything abnormal, but everything was normal for the rest of the flight. We accomplished the appropriate checklists and made logbook entries as required. Our eyes were outside the cockpit, our first priority being traffic avoidance. Had we been on the instruments, we would have noticed the high EGTs [before they peaked]. Apparently, both engines had to be changed. A clear division of cockpit tasks is necessary for the crew to keep up with the ever-changing engine instruments, as well as the ever-changing environment outside the cockpit.
More Hot Stuff
The next report describes how a biplane received damage, and how its pilot got hurt as well.
■ I had just finished washing the aircraft. I hot-started
it, and put in too much throttle. It got away from me and hit the building. My intent was to taxi to the hangar. I had not put on my seatbelt (stupid!). Therefore, I got a cut over my eye when the aircraft stopped. The propeller, engine, and left wing were all damaged, and the frame may be bent. The aircraft’s brakes could have failed if they got wet during the wash job. In any event, seatbelts are a “must” anytime the aircraft engine is started.
All Hands On Deck
A light twin aircraft sustained damage at the hands of a student during a training flight. The instructor reports:
Red Carpet Treatment
The First Officer of a corporate aircraft reports an unusual cause of an “overheated” engine:
■ [During takeoff], just as we reached rotation speed,
the student raised the nose and, for no explainable reason, he reached down and raised the gear at the same time. The left prop hit the runway. He yanked back on the yoke to try and climb. I took control of the airplane and while I was doing so, my student reduced both throttles to idle in an attempt to abort! I reapplied full power and lowered the nose to normal climb attitude. In discussing this with the student after the fact, he was at a total loss as to why he did what he did. It is because of incidents exactly like this one that I do not do touch-andgo landings. Instructors need to watch where students put their hands. Visual verification of the control being moved is paramount in a cockpit full of levers, knobs and switches.
■ Upon initiation of the takeoff roll, we noticed a noise
on the left side of the aircraft, and the aircraft veered left. It felt like a blown tire; however, it was an engine failure. We immediately aborted and pulled off the runway. The Tower reported fire and smoke from the left engine. The PIC shut it down and did the engine fire checklist. We taxiied to the ramp and exited the aircraft. Mechanic’s inspection [revealed the presence of] a “red carpet” mat like that laid on the ground under the door. The mat was placed on the wing by the mechanic, who then moved the aircraft with a tug. As we had completed
ASRS Recently Issued Alerts On...
Ambiguous A-320 ECAM procedures Inoperative static port heaters on several B-727s Unreliable UHF frequencies at a Connecticut airport Unreliable NDB navigation between Florida and Cuba B737-400 rudder pedal restriction attributed to older PCUs
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
February 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1774 658 84 34
TOTAL
2550
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_203.pdf
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