Number 244
October 1999
Hazmat and PICs
Hazmat is an acronym referring to “hazardous materials” or cargo. In many of the cases reported to ASRS, hazmat is brought on board aircraft by uninformed or unsuspecting passengers. But two recent reports describe events in which PICs themselves were the unwitting source of hazardous cargo. We begin with an air carrier Captain’s story: I discovered the source to be a cotton storage bag on the rear seat of my plane. There were no flames coming from the bag, just smoke. The bag was seatbelted in place and I was able to remove it and smother the smoldering bag. No damage occurred to the aircraft. The flight continued uneventfully. After landing I discovered the source of the fire. I had stored an extra 9-volt battery in my accessory bag. The battery had been removed from its packaging in case it was needed for my headsets (spare ready for use). The unprotected battery terminals had come into contact with the zipper of the cotton accessory bag, shorting the battery and eventually creating enough heat to burn the fabric around the metal zipper. I was very lucky to have had ready access to this bag!! This situation was easily preventable by leaving the 9-volt battery in its original packaging and/or using a terminal cover on the battery contacts. I believe the battery was an alkaline industrial brand. This situation could have been disastrous in the baggage compartment of any aircraft, private or commercial.
I Planned to drive to do a little turkey hunting and
camping. I assembled my camping equipment a couple of weeks before leaving, which included a small camp stove filled with white gas. A few days before leaving plans changed and I decided to fly instead of drive. I neglected to remove or empty stove. Gas leaked into duffel bag – luckily ramp personnel detected odor and removed bag. Can’t believe I was so stupid. Wonder how many other people do this also? ASRS receives several reports of similar incidents each year, and there are undoubtedly more that go unreported. A General Aviation pilot provided a tale of a frightening hazmat discovery in-flight:
I While VFR returning to U.S. from Canada, I was sole
occupant of my C-172. After approximately one hour enroute I smelled smoke. After several attempts to locate it
Command and Control
A delicate dilemma faced by instructors in operational training situations is deciding how far to let a student go. If an instructor is too conservative, the student may never learn the full range of skills needed. Too casual, and the student may be placed in situations beyond his or her ability to cope. An air carrier instructor explained to ASRS why being mentally prepared to take control from a student was not enough. “Add power,” at which point the First Officer added only a slight amount of power…[and] relaxed back pressure on the yoke, allowing the aircraft nose to drop. At this point I took control, adding a lot of power and attempting to flare the aircraft. Our full airplane (landing weight 137,500 lbs.) hit hard on the main gear and bounced. I effected a recovery and continued the landing rollout. On arrival at gate we inspected the aircraft and discovered that the tailskid was heavily damaged. An additional area of lower fuselage forward of the tailskid was also damaged. I [will] make a point in the future of discussing some of the basic differences between jets and turboprops regarding landing technique for students whose background does not include jet aircraft experience. While I was mentally prepared to take control (as I always am during a new student’s IOE), the unexpected relaxation of back pressure worsened the situation too quickly for me to avoid the outcome. The reporter added that the geometry of the involved aircraft is sufficiently different from previous models (longer and more vulnerable to tail strikes) as to mandate trainee landing and takeoff experience in the simulator.
I I have been a line check airman for my airline for
12-1/2 years. On this flight I was giving IOE [Initial Operating Experience] to a new hire with no previous jet experience. It was our first leg together, and his first leg since simulator training. We thoroughly briefed our visual approach to runway 12, which is served by a VOR approach (no electronic glideslope). We discussed appropriate power settings for our flap 40° approach and landing. Approach was well flown from 1,000 feet, at which point we were fully configured and on speed. Weather at the time was wind 090°/8 knots, good visibility. We acquired the runway 6 miles out. All indications were perfectly normal until 150 feet AGL, at which point our airspeed dropped 3 to 4 knots below target. I commanded “Add power.” The First Officer added a small amount of power. I again commanded,
ASRS Recently Issued Alerts On…
Canadian 200-foot “hold short” rule B-737-200 uncommanded rudder movement Conflicting departure operations at a Texas airport Suspected electrical fire in a B-757 entertainment system Infectious material loaded on the main deck of a cargo DC-8
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
August 1999 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2187 805 83 152 3227
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_244.pdf
October 1999
Hazmat and PICs
Hazmat is an acronym referring to “hazardous materials” or cargo. In many of the cases reported to ASRS, hazmat is brought on board aircraft by uninformed or unsuspecting passengers. But two recent reports describe events in which PICs themselves were the unwitting source of hazardous cargo. We begin with an air carrier Captain’s story: I discovered the source to be a cotton storage bag on the rear seat of my plane. There were no flames coming from the bag, just smoke. The bag was seatbelted in place and I was able to remove it and smother the smoldering bag. No damage occurred to the aircraft. The flight continued uneventfully. After landing I discovered the source of the fire. I had stored an extra 9-volt battery in my accessory bag. The battery had been removed from its packaging in case it was needed for my headsets (spare ready for use). The unprotected battery terminals had come into contact with the zipper of the cotton accessory bag, shorting the battery and eventually creating enough heat to burn the fabric around the metal zipper. I was very lucky to have had ready access to this bag!! This situation was easily preventable by leaving the 9-volt battery in its original packaging and/or using a terminal cover on the battery contacts. I believe the battery was an alkaline industrial brand. This situation could have been disastrous in the baggage compartment of any aircraft, private or commercial.
I Planned to drive to do a little turkey hunting and
camping. I assembled my camping equipment a couple of weeks before leaving, which included a small camp stove filled with white gas. A few days before leaving plans changed and I decided to fly instead of drive. I neglected to remove or empty stove. Gas leaked into duffel bag – luckily ramp personnel detected odor and removed bag. Can’t believe I was so stupid. Wonder how many other people do this also? ASRS receives several reports of similar incidents each year, and there are undoubtedly more that go unreported. A General Aviation pilot provided a tale of a frightening hazmat discovery in-flight:
I While VFR returning to U.S. from Canada, I was sole
occupant of my C-172. After approximately one hour enroute I smelled smoke. After several attempts to locate it
Command and Control
A delicate dilemma faced by instructors in operational training situations is deciding how far to let a student go. If an instructor is too conservative, the student may never learn the full range of skills needed. Too casual, and the student may be placed in situations beyond his or her ability to cope. An air carrier instructor explained to ASRS why being mentally prepared to take control from a student was not enough. “Add power,” at which point the First Officer added only a slight amount of power…[and] relaxed back pressure on the yoke, allowing the aircraft nose to drop. At this point I took control, adding a lot of power and attempting to flare the aircraft. Our full airplane (landing weight 137,500 lbs.) hit hard on the main gear and bounced. I effected a recovery and continued the landing rollout. On arrival at gate we inspected the aircraft and discovered that the tailskid was heavily damaged. An additional area of lower fuselage forward of the tailskid was also damaged. I [will] make a point in the future of discussing some of the basic differences between jets and turboprops regarding landing technique for students whose background does not include jet aircraft experience. While I was mentally prepared to take control (as I always am during a new student’s IOE), the unexpected relaxation of back pressure worsened the situation too quickly for me to avoid the outcome. The reporter added that the geometry of the involved aircraft is sufficiently different from previous models (longer and more vulnerable to tail strikes) as to mandate trainee landing and takeoff experience in the simulator.
I I have been a line check airman for my airline for
12-1/2 years. On this flight I was giving IOE [Initial Operating Experience] to a new hire with no previous jet experience. It was our first leg together, and his first leg since simulator training. We thoroughly briefed our visual approach to runway 12, which is served by a VOR approach (no electronic glideslope). We discussed appropriate power settings for our flap 40° approach and landing. Approach was well flown from 1,000 feet, at which point we were fully configured and on speed. Weather at the time was wind 090°/8 knots, good visibility. We acquired the runway 6 miles out. All indications were perfectly normal until 150 feet AGL, at which point our airspeed dropped 3 to 4 knots below target. I commanded “Add power.” The First Officer added a small amount of power. I again commanded,
ASRS Recently Issued Alerts On…
Canadian 200-foot “hold short” rule B-737-200 uncommanded rudder movement Conflicting departure operations at a Texas airport Suspected electrical fire in a B-757 entertainment system Infectious material loaded on the main deck of a cargo DC-8
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
August 1999 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2187 805 83 152 3227
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_244.pdf
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