Number 236
February 1999
Where There’s Smoke…
A special report issued by the Flight Safety Foundation in 1994 noted that “aircraft fires are rare, but their prospect is terrifying.” When such events do occur, crew and passengers often have only moments to escape toxic fumes and acrid smoke. (FSF Cabin Crew Safety, Vol. 28, No. 6 and Vol. 29, No. 1). Some of the more common causes of inflight smoke and fumes reported to ASRS are hydraulic fluid leaks in air conditioning packs, and electrical shorts in cockpit instrumentation. But several ASRS reports describe highly unusual incidents involving inflight smoke and suspected fire. We begin with a First Officer whose thirst had nearly unquenchable consequences.
s While in level cruise at 11,000 feet, I was enjoying a
drink of water from a clear, plastic water bottle that I normally carry with me on flights. Suddenly, the Captain and I smelled smoke in the cockpit. About a second later, I felt an intense burning pain on my left leg. When I looked down, I found the smoke to be coming from my pants leg. The cause of this unusual occurrence also became immediately evident–the clear water bottle that I had resting between my legs had magnified the sunlight coming through the side window! The beam was concentrated…on my left leg near the bottle. At least if a fire had actually been allowed to develop, the emergency procedure would have been quite simple: 1) pull open spout; 2) squirt! This event has caused me to think of the possible consequences of leaving a water bottle or other clear plastic or glass object on a pilot’s seat or console in an unattended aircraft parked outside in the sun. Other pilots may wish to follow our reporter’s lead and consider adopting personal procedures to prevent such “pants on fire” experiences.
After completion of the checklist, the First Officer reported the fire still present. This was disconcerting, since the T-handle (firewall shutoff valve) had been pulled as part of the checklist. I immediately turned toward the nearest airport, and was on the verge of declaring an emergency with Center when the First Officer said, “Wait a minute, I see some tape fluttering.” I asked him to confirm that he saw no flames, only fluttering tape. This he did. At this point, we realized that the change in airflow caused by the now feathered prop and the change in the angle of the sun as a result of the turn to the field had revealed our engine fire to be a rapidly flickering piece of orange silicone tape. We conducted an air restart (carefully monitoring the instruments, fire warning indicators, and louvers). Restart was uneventful and we [landed] uneventfully. Post-flight [inspection] revealed a 3-inch length of loose orange tape dangling from an orange-insulated line.
Return to Land
The pilot of a twin-engine General Aviation aircraft was on an IFR flight plan in instrument conditions when smoke filled the cockpit. Quick thinking and good resource utilization saved the day:
s Pilot and front seat passenger smelled [smoke] and
shortly after saw smoke emanating from the instrument panel. I turned off the #2 nav/comm and found that the smoke ceased. I then pulled the circuit breaker and opened the vent window to air out the cabin. I advised ATC of the problem, and requested and received clearance to the departure airport. I asked the front seat passenger to advise the rest of the occupants of the situation, to remain calm, and asked him to retrieve my approach charts. This led to an uneventful landing. I contacted the Tower and was told no report was required to be filed. I have learned to keep handy the plate for the approach in use at the departure airport in the event I ever have to return for landing during IFR conditions. As a result of this incident, the reporter has adopted a procedure–keeping close at hand the approach plates for the departure airport–that is standard for many commercial operations, and recommended for any pilot flying in actual instrument conditions.
“Flames in the Louvers”
The Captain of a twin turboprop Beech 99 reports that he and his co-pilot followed emergency procedures to the letter when flames were spotted in the engine louvers during a cargo flight:
s On a VFR flight at 7,500 feet MSL, the First Officer
reported seeing flames in the louvers just aft of the inboard engine exhaust on the #2 engine. I noted the fire T-handle warning light was not on, unstrapped [the seat belt], and visually confirmed a bright yellow-orange flickering through the louvers. After strapping back in, I ordered execution of the “engine fire in flight” checklist. Engine shutdown and feather were normal. ASRS Recently Issued Alerts On...
FK-10 stabilizer trim failure attributed to tail icing Cessna 210 engine seizure attributed to a broken crankshaft L-1011 system failure warnings caused by cockpit electrical fire B-727 jammed aileron due to autopilot aileron servo malfunction Autoflight disconnects attributed to a passenger's hearing aid
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
December 1998 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1895 604 75 165
TOTAL
2739
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_236.pdf
February 1999
Where There’s Smoke…
A special report issued by the Flight Safety Foundation in 1994 noted that “aircraft fires are rare, but their prospect is terrifying.” When such events do occur, crew and passengers often have only moments to escape toxic fumes and acrid smoke. (FSF Cabin Crew Safety, Vol. 28, No. 6 and Vol. 29, No. 1). Some of the more common causes of inflight smoke and fumes reported to ASRS are hydraulic fluid leaks in air conditioning packs, and electrical shorts in cockpit instrumentation. But several ASRS reports describe highly unusual incidents involving inflight smoke and suspected fire. We begin with a First Officer whose thirst had nearly unquenchable consequences.
s While in level cruise at 11,000 feet, I was enjoying a
drink of water from a clear, plastic water bottle that I normally carry with me on flights. Suddenly, the Captain and I smelled smoke in the cockpit. About a second later, I felt an intense burning pain on my left leg. When I looked down, I found the smoke to be coming from my pants leg. The cause of this unusual occurrence also became immediately evident–the clear water bottle that I had resting between my legs had magnified the sunlight coming through the side window! The beam was concentrated…on my left leg near the bottle. At least if a fire had actually been allowed to develop, the emergency procedure would have been quite simple: 1) pull open spout; 2) squirt! This event has caused me to think of the possible consequences of leaving a water bottle or other clear plastic or glass object on a pilot’s seat or console in an unattended aircraft parked outside in the sun. Other pilots may wish to follow our reporter’s lead and consider adopting personal procedures to prevent such “pants on fire” experiences.
After completion of the checklist, the First Officer reported the fire still present. This was disconcerting, since the T-handle (firewall shutoff valve) had been pulled as part of the checklist. I immediately turned toward the nearest airport, and was on the verge of declaring an emergency with Center when the First Officer said, “Wait a minute, I see some tape fluttering.” I asked him to confirm that he saw no flames, only fluttering tape. This he did. At this point, we realized that the change in airflow caused by the now feathered prop and the change in the angle of the sun as a result of the turn to the field had revealed our engine fire to be a rapidly flickering piece of orange silicone tape. We conducted an air restart (carefully monitoring the instruments, fire warning indicators, and louvers). Restart was uneventful and we [landed] uneventfully. Post-flight [inspection] revealed a 3-inch length of loose orange tape dangling from an orange-insulated line.
Return to Land
The pilot of a twin-engine General Aviation aircraft was on an IFR flight plan in instrument conditions when smoke filled the cockpit. Quick thinking and good resource utilization saved the day:
s Pilot and front seat passenger smelled [smoke] and
shortly after saw smoke emanating from the instrument panel. I turned off the #2 nav/comm and found that the smoke ceased. I then pulled the circuit breaker and opened the vent window to air out the cabin. I advised ATC of the problem, and requested and received clearance to the departure airport. I asked the front seat passenger to advise the rest of the occupants of the situation, to remain calm, and asked him to retrieve my approach charts. This led to an uneventful landing. I contacted the Tower and was told no report was required to be filed. I have learned to keep handy the plate for the approach in use at the departure airport in the event I ever have to return for landing during IFR conditions. As a result of this incident, the reporter has adopted a procedure–keeping close at hand the approach plates for the departure airport–that is standard for many commercial operations, and recommended for any pilot flying in actual instrument conditions.
“Flames in the Louvers”
The Captain of a twin turboprop Beech 99 reports that he and his co-pilot followed emergency procedures to the letter when flames were spotted in the engine louvers during a cargo flight:
s On a VFR flight at 7,500 feet MSL, the First Officer
reported seeing flames in the louvers just aft of the inboard engine exhaust on the #2 engine. I noted the fire T-handle warning light was not on, unstrapped [the seat belt], and visually confirmed a bright yellow-orange flickering through the louvers. After strapping back in, I ordered execution of the “engine fire in flight” checklist. Engine shutdown and feather were normal. ASRS Recently Issued Alerts On...
FK-10 stabilizer trim failure attributed to tail icing Cessna 210 engine seizure attributed to a broken crankshaft L-1011 system failure warnings caused by cockpit electrical fire B-727 jammed aileron due to autopilot aileron servo malfunction Autoflight disconnects attributed to a passenger's hearing aid
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
December 1998 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1895 604 75 165
TOTAL
2739
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_236.pdf
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