Number 216
June 1997
Forced To Land, Forced to Leave
Even with good pre-flight planning, pilots may encounter some unusual problems in-flight. Just accomplishing a take-off can be challenging, as a First Officer can attest in this account of multiple bird strikes and the subsequent aircraft logbook omission. Newer screw-on caps similar to those on most automobiles may be available to replace the older ones on many aircraft models. A mechanic can provide specific guidance.
Impromptu Camping
Pilots who plan a flying-camping trip this summer might take a lesson from our next reporter, and be prepared for alternate accommodations.
s Upon rotation, we experienced numerous birdstrikes on
the aircraft. A burning smell was noted through the air conditioning system. The Captain decided to return to the airport and have the aircraft inspected. We requested the airport emergency equipment to be on hand. Upon inspection, a total of 25 separate bird strikes were noted, including at least one into each engine’s fan section. We were inundated with unending clerical duties and phone calls. In the course of notifying all persons involved (Company, ATC, fire department, and passengers), a logbook entry of the bird strike was never made. The flight crew gets an A+ for handling the airborne emergency. However, the maintenance personnel, who had to account for their time and the parts used in the repair job, would have appreciated a pilot’s write-up to sign off.
s I estimated that we had just under one hour of fuel
remaining, and as it was getting dark and I was completely unfamiliar with the mountainous terrain, I decided not to fly on. I landed at ABC, a public-use airport. The only telephone available connected us to the lodge, which also operated the FBO. We told the desk clerk that we could simply camp overnight and buy fuel in the morning. The desk clerk said OK. We parked on a corner of the ramp, pitched a tent under the wing, and went to sleep. Around midnight, we were awakened by an armed man in a “Special Police” uniform, who declared, “Leave immediately or I will arrest you for trespassing and you will spend the night in jail.” We told him everything noted above, but he was adamant: leave or spend the night in jail. I estimated that I had enough fuel to make it, although certainly not enough for legal night VFR flight. Faced with the alternative of going to jail, I decided to depart. It was a pitch black, moonless night. Although clear and with about 10 miles visibility, there were no lights visible and there was no discernible horizon. I climbed above the MOCA, flew on instruments for about 20 miles to the nearest airport, and landed. The FBO there pumped 21.6 gallons of fuel into my tanks, which have 22.5 gallons usable. My mistake was in allowing myself to be forced, even by an armed guard, into making a flight which was against my better judgement, probably beyond my capabilities, unsafe, and illegal. It was only luck that it turned out all right. I was able to reach the manager of the FBO later. He said that the “special police” had no authority to order a pilot to take off from the airport and that he would make certain the police knew this in the future so they would never do this to another pilot. Even a night in jail is preferable to a nighttime forced landing in the mountains, where no one knows where to start a search-and-rescue effort.
Feeling a Little Drained?
Next, an easily-overlooked pre-flight item will no doubt be added to this general aviation reporter’s checklist.
s Pre-flight completed. Both fuel tanks full. Five hours of fuel on board for a planned three-hour flight. Two hours and forty minutes into the flight, the engine lost power. Performed all phases of restart procedure without success. Made an uneventful landing at an unattended airport.
Subsequent inspection revealed: both fuel tanks empty, with blue-green 100LL fuel stains originating at both fuel caps and covering wings, flaps, fuselage and empennage. The [older style lift-the-lever-and-twist] fuel caps were properly installed, but the neoprene cap seals had shrunk and were not sealing, causing the fuel siphoning from the tanks. These seals had been replaced within the past 2-3 years. Prior to this event, the airplane spent 30 days tied down, outside, in a dry climate at 7,600 feet MSL, when nighttime temperature fell below 0° F. Dry conditions and cold soak caused the seals to shrink, resulting in fuel loss.
ASRS Recently Issued Alerts On...
Confusing taxiway signage at a Colorado airport False OM signals on two intersecting Ohio approach paths Oxygen masks interfering with communications on a B-757 Inaccurate velocities on an Illinois windshear alert system Lack of ECAM fault message for an A300 autofuel procedure
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
April 1997 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1894 776 82 31
TOTAL
2783
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_216.pdf
June 1997
Forced To Land, Forced to Leave
Even with good pre-flight planning, pilots may encounter some unusual problems in-flight. Just accomplishing a take-off can be challenging, as a First Officer can attest in this account of multiple bird strikes and the subsequent aircraft logbook omission. Newer screw-on caps similar to those on most automobiles may be available to replace the older ones on many aircraft models. A mechanic can provide specific guidance.
Impromptu Camping
Pilots who plan a flying-camping trip this summer might take a lesson from our next reporter, and be prepared for alternate accommodations.
s Upon rotation, we experienced numerous birdstrikes on
the aircraft. A burning smell was noted through the air conditioning system. The Captain decided to return to the airport and have the aircraft inspected. We requested the airport emergency equipment to be on hand. Upon inspection, a total of 25 separate bird strikes were noted, including at least one into each engine’s fan section. We were inundated with unending clerical duties and phone calls. In the course of notifying all persons involved (Company, ATC, fire department, and passengers), a logbook entry of the bird strike was never made. The flight crew gets an A+ for handling the airborne emergency. However, the maintenance personnel, who had to account for their time and the parts used in the repair job, would have appreciated a pilot’s write-up to sign off.
s I estimated that we had just under one hour of fuel
remaining, and as it was getting dark and I was completely unfamiliar with the mountainous terrain, I decided not to fly on. I landed at ABC, a public-use airport. The only telephone available connected us to the lodge, which also operated the FBO. We told the desk clerk that we could simply camp overnight and buy fuel in the morning. The desk clerk said OK. We parked on a corner of the ramp, pitched a tent under the wing, and went to sleep. Around midnight, we were awakened by an armed man in a “Special Police” uniform, who declared, “Leave immediately or I will arrest you for trespassing and you will spend the night in jail.” We told him everything noted above, but he was adamant: leave or spend the night in jail. I estimated that I had enough fuel to make it, although certainly not enough for legal night VFR flight. Faced with the alternative of going to jail, I decided to depart. It was a pitch black, moonless night. Although clear and with about 10 miles visibility, there were no lights visible and there was no discernible horizon. I climbed above the MOCA, flew on instruments for about 20 miles to the nearest airport, and landed. The FBO there pumped 21.6 gallons of fuel into my tanks, which have 22.5 gallons usable. My mistake was in allowing myself to be forced, even by an armed guard, into making a flight which was against my better judgement, probably beyond my capabilities, unsafe, and illegal. It was only luck that it turned out all right. I was able to reach the manager of the FBO later. He said that the “special police” had no authority to order a pilot to take off from the airport and that he would make certain the police knew this in the future so they would never do this to another pilot. Even a night in jail is preferable to a nighttime forced landing in the mountains, where no one knows where to start a search-and-rescue effort.
Feeling a Little Drained?
Next, an easily-overlooked pre-flight item will no doubt be added to this general aviation reporter’s checklist.
s Pre-flight completed. Both fuel tanks full. Five hours of fuel on board for a planned three-hour flight. Two hours and forty minutes into the flight, the engine lost power. Performed all phases of restart procedure without success. Made an uneventful landing at an unattended airport.
Subsequent inspection revealed: both fuel tanks empty, with blue-green 100LL fuel stains originating at both fuel caps and covering wings, flaps, fuselage and empennage. The [older style lift-the-lever-and-twist] fuel caps were properly installed, but the neoprene cap seals had shrunk and were not sealing, causing the fuel siphoning from the tanks. These seals had been replaced within the past 2-3 years. Prior to this event, the airplane spent 30 days tied down, outside, in a dry climate at 7,600 feet MSL, when nighttime temperature fell below 0° F. Dry conditions and cold soak caused the seals to shrink, resulting in fuel loss.
ASRS Recently Issued Alerts On...
Confusing taxiway signage at a Colorado airport False OM signals on two intersecting Ohio approach paths Oxygen masks interfering with communications on a B-757 Inaccurate velocities on an Illinois windshear alert system Lack of ECAM fault message for an A300 autofuel procedure
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
April 1997 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1894 776 82 31
TOTAL
2783
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_216.pdf
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