Number 252
June 2000
Experimental Aircraft Notes
On July 26th the Experimental Aircraft Association (EAA) will launch the “Air Venture Oshkosh 2000,” the nation’s largest fly-in event held each year in Oshkosh, Wisconsin. The EAA Oshkosh fly-in typically attracts about 2,800 participating aircraft, including homebuilts, antiques, classics, warbirds, ultralights, and rotorcraft. Over 500 forums are conducted by aviation leaders, NASA researchers, FAA personnel, aircraft designers, and a host of others. There are also exhibits galore, daily air shows, and many other attractions that make this a unique aviation event. As a tribute to Oshkosh 2000, CALLBACK presents excerpts from several ASRS incident reports involving experimental aircraft. We lead off with an incident that reminds us of a clever caption used years ago by CALLBACK’s founding Editor, Rex Hardy. [I have now] established specific procedure to lower nosewheel prior to turning base leg pattern. The pilot of an experimental turbojet trainer describes how a demo flight with a prospective buyer (the Pilot Flying in the incident below) became a real drag:
I …On the final approach, the Pilot Flying [PF] was
distracted due to potential conflicting traffic on long final. As a result, an unusual pattern was flown. As PIC, I directed the PF to perform the tasks of power management, spoiler deployment, flaps and landing gear extension, in a much more rapid sequence than normal. A close-in, high final approach was flown with the engine unspooled, at flight idle. During the flare, I recognized a lower attitude than normal and looked at the landing gear indicator to confirm wheel position. I instinctively knew that the wheels were not down but wasted approximately 2-3 seconds seeking confirmation from the gear indicator system. As the flare continued, antennae and flaps began dragging on the runway, further decelerating the aircraft. A late attempt at full power was made, but the engine response was not sufficient to go around… A contributing factor was that the Pilot Flying was very unfamiliar with this airplane. Further contributing is that this aircraft has no aural/visual landing gear warning system linked to throttle or flaps. Human performance considerations: Poor perception by the PIC of the PF’s ability. Poor judgment of the PIC in not terminating an ‘unusual’ approach.
When Is a Door Not a Door?
I This emergency situation occurred while at cruise, at
10,000 feet on an IFR flight plan. My wife, the only passenger in our 2-seat experimental aircraft, noticed that the pilot side gull-wing style door, was ajar. The latch was in the closed position. The locking pin on the back side of the door was extended but not engaged into the receiving hole in the plane. The font locking pin was engaged. I attempted to fully close the door. While attempting to close the door, the front locking pin became disengaged, the door flew open and totally departed the aircraft. Although the aircraft is approved for flight without doors, the pilot (I) feared that the tail section or a control surface may have been damaged by the departing door. I declared an emergency. Center instructed me to “close” [flight plan] on the ground and say if there were any injuries. The plane flew normally… to the airport and we landed without any further problems. Immediately after landing I contacted the local FSS, closed the flight plan, said that there were no injuries and asked if they would contact Center and tell them we were safely on the ground… In retrospect I should have landed the plane before attempting to fully close the door…
CALLBACK Says ’ So Long for the Summer
Dear Readers: This fiscal year ASRS experienced a 6.5% budget reduction by its primary funding source, the Federal Aviation Administration, which in turn underwent broad budget cuts across the agency. This funding shortfall has required ASRS to reduce its output of products and services to the aviation community. In recent months the ASRS Program has sharply reduced database search services, suspended its topical research program, cut back on outreach activities, and reduced publication activities. Unfortunately, one of the products affected is CALLBACK. For the first time in its 21-year history, CALLBACK will not publish July and August issues. Readers will receive their next issue of CALLBACK (#253) in September 2000. We hope the ASRS funding picture will be brighter next fall, at the beginning of a new budget year. Until then: stay safe, and stand by for our next squawk. – The Editor
Gear-Up ’Gotchas
A number of gear-up landings reported to ASRS by pilots of experimental aircraft involve a mechanical or electrical problem, coupled with the pilot’s failure to use a beforelanding checklist:
I Landed with nosewheel retracted. Minor damage to
aircraft. Nosewheel up/warning for throttle to idle was disabled due to electrical wiring problems. New aircraft (15 hours since completion) and new [experimental aircraft] pilot.
ASRS Recently Issued Alerts On…
A B737-300 rudder jamming incident A potentially hazardous noise abatement procedure Jet blast hazard at a major East Coast airport Swearingen SX300 tire assembly failure during landing Multiple runway incursion incidents at a Midwest airport
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
April 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2131 681 92 180 3084
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_252.pdf
June 2000
Experimental Aircraft Notes
On July 26th the Experimental Aircraft Association (EAA) will launch the “Air Venture Oshkosh 2000,” the nation’s largest fly-in event held each year in Oshkosh, Wisconsin. The EAA Oshkosh fly-in typically attracts about 2,800 participating aircraft, including homebuilts, antiques, classics, warbirds, ultralights, and rotorcraft. Over 500 forums are conducted by aviation leaders, NASA researchers, FAA personnel, aircraft designers, and a host of others. There are also exhibits galore, daily air shows, and many other attractions that make this a unique aviation event. As a tribute to Oshkosh 2000, CALLBACK presents excerpts from several ASRS incident reports involving experimental aircraft. We lead off with an incident that reminds us of a clever caption used years ago by CALLBACK’s founding Editor, Rex Hardy. [I have now] established specific procedure to lower nosewheel prior to turning base leg pattern. The pilot of an experimental turbojet trainer describes how a demo flight with a prospective buyer (the Pilot Flying in the incident below) became a real drag:
I …On the final approach, the Pilot Flying [PF] was
distracted due to potential conflicting traffic on long final. As a result, an unusual pattern was flown. As PIC, I directed the PF to perform the tasks of power management, spoiler deployment, flaps and landing gear extension, in a much more rapid sequence than normal. A close-in, high final approach was flown with the engine unspooled, at flight idle. During the flare, I recognized a lower attitude than normal and looked at the landing gear indicator to confirm wheel position. I instinctively knew that the wheels were not down but wasted approximately 2-3 seconds seeking confirmation from the gear indicator system. As the flare continued, antennae and flaps began dragging on the runway, further decelerating the aircraft. A late attempt at full power was made, but the engine response was not sufficient to go around… A contributing factor was that the Pilot Flying was very unfamiliar with this airplane. Further contributing is that this aircraft has no aural/visual landing gear warning system linked to throttle or flaps. Human performance considerations: Poor perception by the PIC of the PF’s ability. Poor judgment of the PIC in not terminating an ‘unusual’ approach.
When Is a Door Not a Door?
I This emergency situation occurred while at cruise, at
10,000 feet on an IFR flight plan. My wife, the only passenger in our 2-seat experimental aircraft, noticed that the pilot side gull-wing style door, was ajar. The latch was in the closed position. The locking pin on the back side of the door was extended but not engaged into the receiving hole in the plane. The font locking pin was engaged. I attempted to fully close the door. While attempting to close the door, the front locking pin became disengaged, the door flew open and totally departed the aircraft. Although the aircraft is approved for flight without doors, the pilot (I) feared that the tail section or a control surface may have been damaged by the departing door. I declared an emergency. Center instructed me to “close” [flight plan] on the ground and say if there were any injuries. The plane flew normally… to the airport and we landed without any further problems. Immediately after landing I contacted the local FSS, closed the flight plan, said that there were no injuries and asked if they would contact Center and tell them we were safely on the ground… In retrospect I should have landed the plane before attempting to fully close the door…
CALLBACK Says ’ So Long for the Summer
Dear Readers: This fiscal year ASRS experienced a 6.5% budget reduction by its primary funding source, the Federal Aviation Administration, which in turn underwent broad budget cuts across the agency. This funding shortfall has required ASRS to reduce its output of products and services to the aviation community. In recent months the ASRS Program has sharply reduced database search services, suspended its topical research program, cut back on outreach activities, and reduced publication activities. Unfortunately, one of the products affected is CALLBACK. For the first time in its 21-year history, CALLBACK will not publish July and August issues. Readers will receive their next issue of CALLBACK (#253) in September 2000. We hope the ASRS funding picture will be brighter next fall, at the beginning of a new budget year. Until then: stay safe, and stand by for our next squawk. – The Editor
Gear-Up ’Gotchas
A number of gear-up landings reported to ASRS by pilots of experimental aircraft involve a mechanical or electrical problem, coupled with the pilot’s failure to use a beforelanding checklist:
I Landed with nosewheel retracted. Minor damage to
aircraft. Nosewheel up/warning for throttle to idle was disabled due to electrical wiring problems. New aircraft (15 hours since completion) and new [experimental aircraft] pilot.
ASRS Recently Issued Alerts On…
A B737-300 rudder jamming incident A potentially hazardous noise abatement procedure Jet blast hazard at a major East Coast airport Swearingen SX300 tire assembly failure during landing Multiple runway incursion incidents at a Midwest airport
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
April 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2131 681 92 180 3084
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_252.pdf
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