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right spring and attachment chain were disconnected,
preventing directional control on rollout. I hope this
will help make pilots check for security and tightness of
the tailwheel attachment mechanism.
A disconnected or broken attachment mechanism could
doom a pilot to unsafe ground operations.
Another General Aviation reporter received help from an
alert airport worker about an unwelcome addition to the
tail of the airplane.
n  Since my last flight in the airplane, the mechanic
added a small rudder gust lock because the airplane is
parked outside. On preflight walkaround, I didn’t see
the gust lock. We taxied out to the runway and one of the
ground crew that was cutting the grass saw the gust lock,
informed the Tower, and the Tower informed us. I
hadn’t performed my before-takeoff checklist yet, and I
am confident that I would not have taken off with the
gust lock on the aircraft.
A brightly-colored REMOVE-BEFORE-FLIGHT streamer will
help make gust locks, gear door pins, intake covers, and
other ground safety gadgets more noticeable on
preflight.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
June 1998 Report Intake
Air Carrier Pilots 2118
General Aviation Pilots 796
Controllers 55
Cabin/Mechanics/Military/Other 72
TOTAL 3041
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 230 August 1998
False TCAS II traffic and resolution advisories in an A-320
False GPWS alerts due to a faulty radio altimeter connector
Inflight separation of a B-727-200 emergency exit foldout step
Anomalous VOR indications attributed to a passenger's pager
Caveat Emptor…
…means “Let the buyer beware.” This is good advice for all
pilots who are getting to know their newly-acquired aircraft.
Our first reporter relied on apparently inaccurate
information that contributed to a forced landing.
n  I recently purchased a completed [homebuilt aircraft]. I
was told that the wing tanks held approximately 8-10 gallons
of fuel when the level reached the first stringer in the tank
bottom. Using that info, I planned a 30-minute pleasure
flight with estimated fuel on board of 1 hour + 45 minutes.
About 25 minutes into the flight, I lost power, and made an
uneventful landing on the Interstate highway. When the
plane was disassembled for transport, there was less than
one pint of fuel remaining in both wing tanks. This will be
the last time I take such critical information at face value!
The aircraft manufacturer and the aircraft operating
manual are the best sources of information about aircraft
specifications and operating parameters. If such
documentation is unavailable, a new aircraft owner can
drain the fuel tanks and create a dipstick by marking a
stick as measured quantities of fuel are put into the
tanks. This will ensure the correct amount of fuel for a
flight.
Another buyer was caught unawares with the purchase of
what was supposed to be an ultralight vehicle. Research
into the FARs caused him to question that designation.
n  I recently bought a [two-seat] aircraft that is referred to as
an “ultralight” by absolutely everybody except the FAA, which
calls it an “ultralight trainer.” I had bought it used, and it
was already licensed experimental and had an N-number.
I…recently put floats on it…and was flying it with a friend.
I have a Commercial ASEL, so flying an experimental with
both seats occupied on land is legal. According to FAR Part
103 [Ultralight Aircraft], however, there are no 2-seat
ultralights; rather, they are trainers operated by documented
instructors under a waiver with strict guidelines. By myself,
under Part 103, I can legally fly an ultralight on floats with
no seaplane rating or even a license; but with a passenger, I
would be flying an experimental using my pilot’s license, and I
would need a seaplane rating. As it was, I was in violation of
Part 103 by taking a passenger, or Part 91 by operating an
experimental aircraft on water without a seaplane rating.
I have learned to read the fine print more carefully, and not
to simply trust the nice man at the dealership.
This aircraft is not eligible to be operated under 14 CFR
(Code of Federal Regulations) Part 103. The previous
owner elected to obtain a special airworthiness certificate
under 14 CFR Part 21; thus, the reporter purchased an
“airplane.” To carry passengers, the reporter must
　
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