Number 263
July 2001
“Kick the Tires and Light the Fires” – Not
The colorful lingo of military aviation has found a permanent niche in the civil aviation vernacular, including that often-quoted favorite, “Kick the tires and light the fires!” This expression originally meant to bypass or severely limit the time required for physical inspection of an aircraft prior to flight. Currently, it means, “Let’s get this aircraft pre-flighted and out of here!” Regardless of which interpretation is applied, the result can spell trouble for pilots who follow the advice too literally. Upon departure [from ABC] in high winds and turbulence throwing me around in the cockpit, I quickly became disoriented. [Not] having…my navigator did not help. I could not recognize landmarks…on my Terminal Area Chart. I estimated my position, staying low to clear the Class B [airspace]. Once I confirmed my position I realized I was probably in the 1500-foot ring and my altitude was 1900 feet MSL. I quickly dove to 1400 feet. I continued at 1400 feet until well clear of that portion of Class B. I failed to have a clear plan in mind when departing ABC for heading and altitude. Because I was in unfamiliar territory in a borrowed aircraft and turbulence was throwing me all over the sky, I was a bit overwhelmed. I am an experienced pilot and learned a great [lesson] from this experience. That is – work up a plan with an alternate [plan] and stick to [them]. Don’t just “kick the tires and light the fires”!
s I took another pilot to airport ABC to ferry an aircraft to
my home field. Due to winds, I elected not to fly my taildragger and borrowed another tri-gear aircraft. The VFR flight to ABC was uneventful with my fellow pilot navigating. I had never been to ABC before, which is a very busy Class B area.
Pay Your Toll To the Towbar Troll
s I arrived at the airport, pre-flighted the airplane in the
hangar, attached a towbar to the nose wheel and pulled the airplane onto the ramp with my vehicle. Disconnected the towbar from my vehicle and pulled around the side of the plane to put my flight bag into the plane. Put the vehicle in the hangar, closed the hangar door. I called FSS to obtain my IFR clearance. I jumped into the airplane, taxied to the runway, and departed into 200 sky obscured and 1/2 mile visibility. After rotation I heard a thump. Concerned that my landing gear may have hit a small animal (fox, etc.) I did not retract the gear. I continued to my destination, which was VFR with its services. Approximately 20 minutes prior to arrival, I remembered the towbar and advised the Tower of my situation and requested CFR services as a precaution. The landing was uneventful, with a 1/4-inch dent the only damage to the airplane. Events leading to this occurrence were: ✈ Early morning departure; ✈ Using my vehicle to pull the airplane out (normally I tow by hand); ✈ Attention devoted to departure into IMC conditions. Suggestions: Attaching a towbar requires that at the very least, action be corrected to…complete pre-flight.
A Note on ASRS Report Submission
ASRS has received several recent reports submitted by air carrier crew members that include a sentence like this: “I am submitting this report on behalf on myself and the First Officer, with his permission.” [ASRS emphasis] ASRS program users should be aware that only the individual whose name appears on the report identification strip (ID strip) is eligible for the FAA immunity provisions associated with ASRS participation. Two individuals cannot receive immunity from submission of the same ASRS report form. Only the person who submits the report is eligible for immunity, assuming that other important conditions such as timely receipt of the report and inadvertent nature of the incident are met. There is another reason for each person involved in an incident to submit his or own report. Multiple reports of the same incident provide a richer, fuller picture of what happened, and are of special interest to many requesters of ASRS data. FAA Advisory Circular 00-46D outlines all the ASRS program provisions, and is available for downloading from the ASRS web site at http://asrs.arc.nasa.gov.
ASRS Recently Issued Alerts On…
Maule M-7 loss of pitch control emergency Power line hazard to gliders at a Northeast airport B767 false GPWS warnings during heavy precipitation Recurring ARTS III computer problems at an ATC facility ATC “pull alongside” clearance to air carriers on approach
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/
May 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2112 718 54 192 3076
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_263.pdf
July 2001
“Kick the Tires and Light the Fires” – Not
The colorful lingo of military aviation has found a permanent niche in the civil aviation vernacular, including that often-quoted favorite, “Kick the tires and light the fires!” This expression originally meant to bypass or severely limit the time required for physical inspection of an aircraft prior to flight. Currently, it means, “Let’s get this aircraft pre-flighted and out of here!” Regardless of which interpretation is applied, the result can spell trouble for pilots who follow the advice too literally. Upon departure [from ABC] in high winds and turbulence throwing me around in the cockpit, I quickly became disoriented. [Not] having…my navigator did not help. I could not recognize landmarks…on my Terminal Area Chart. I estimated my position, staying low to clear the Class B [airspace]. Once I confirmed my position I realized I was probably in the 1500-foot ring and my altitude was 1900 feet MSL. I quickly dove to 1400 feet. I continued at 1400 feet until well clear of that portion of Class B. I failed to have a clear plan in mind when departing ABC for heading and altitude. Because I was in unfamiliar territory in a borrowed aircraft and turbulence was throwing me all over the sky, I was a bit overwhelmed. I am an experienced pilot and learned a great [lesson] from this experience. That is – work up a plan with an alternate [plan] and stick to [them]. Don’t just “kick the tires and light the fires”!
s I took another pilot to airport ABC to ferry an aircraft to
my home field. Due to winds, I elected not to fly my taildragger and borrowed another tri-gear aircraft. The VFR flight to ABC was uneventful with my fellow pilot navigating. I had never been to ABC before, which is a very busy Class B area.
Pay Your Toll To the Towbar Troll
s I arrived at the airport, pre-flighted the airplane in the
hangar, attached a towbar to the nose wheel and pulled the airplane onto the ramp with my vehicle. Disconnected the towbar from my vehicle and pulled around the side of the plane to put my flight bag into the plane. Put the vehicle in the hangar, closed the hangar door. I called FSS to obtain my IFR clearance. I jumped into the airplane, taxied to the runway, and departed into 200 sky obscured and 1/2 mile visibility. After rotation I heard a thump. Concerned that my landing gear may have hit a small animal (fox, etc.) I did not retract the gear. I continued to my destination, which was VFR with its services. Approximately 20 minutes prior to arrival, I remembered the towbar and advised the Tower of my situation and requested CFR services as a precaution. The landing was uneventful, with a 1/4-inch dent the only damage to the airplane. Events leading to this occurrence were: ✈ Early morning departure; ✈ Using my vehicle to pull the airplane out (normally I tow by hand); ✈ Attention devoted to departure into IMC conditions. Suggestions: Attaching a towbar requires that at the very least, action be corrected to…complete pre-flight.
A Note on ASRS Report Submission
ASRS has received several recent reports submitted by air carrier crew members that include a sentence like this: “I am submitting this report on behalf on myself and the First Officer, with his permission.” [ASRS emphasis] ASRS program users should be aware that only the individual whose name appears on the report identification strip (ID strip) is eligible for the FAA immunity provisions associated with ASRS participation. Two individuals cannot receive immunity from submission of the same ASRS report form. Only the person who submits the report is eligible for immunity, assuming that other important conditions such as timely receipt of the report and inadvertent nature of the incident are met. There is another reason for each person involved in an incident to submit his or own report. Multiple reports of the same incident provide a richer, fuller picture of what happened, and are of special interest to many requesters of ASRS data. FAA Advisory Circular 00-46D outlines all the ASRS program provisions, and is available for downloading from the ASRS web site at http://asrs.arc.nasa.gov.
ASRS Recently Issued Alerts On…
Maule M-7 loss of pitch control emergency Power line hazard to gliders at a Northeast airport B767 false GPWS warnings during heavy precipitation Recurring ARTS III computer problems at an ATC facility ATC “pull alongside” clearance to air carriers on approach
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/
May 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2112 718 54 192 3076
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_263.pdf
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