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A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
August 1998 Report Intake
Air Carrier Pilots 1859
General Aviation Pilots 827
Controllers 87
Cabin/Mechanics/Military/Other 176
TOTAL 2949
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 232 October 1998
B-747 jetway collision due to faulty docking guidance system
A reported antenna hazard near a Texas airport
An MD-80 go-around caused by a taxiing MD-11's jet blast
Converging ILS/missed approach paths at a Colorado airport
Incorrect MEL procedure for a BAE-41 yaw damper malfunction
Gear Pin Roulette
Pins left installed in an aircraft’s landing gear seem to be
a thorn in the side of pilots and mechanics alike. Many
ASRS reporters have noted that long streamers or
REMOVE BEFORE FLIGHT flags attached to the pins are a
helpful reminder for both flight and ground crews to
check for the presence of landing gear pins. However, the
absence of flags in the wheel well area is no guarantee
that the gear will retract on command, as a DC-10-30
mechanic discovered:
n  Center gear pin [on a DC-10-30 was not] removed before
flight. There was no log page entry of center pin being
installed, and no flag or streamer was visible from the
ground. In the air, the center gear failed to retract.
Maintenance Control asked the crew how many gear pins
they had on board—three, as per…a normal DC-10 checklist.
The flight crew failed to count four pins [as are normal for a
DC-10-30]. The mechanic who removed the gear pins failed
to count in the pouch the fourth pin. I suggest a separate
write-up when the center gear pin is installed on a DC-10-30.
A number of other ASRS reporters, both pilots and
mechanics, have admitted to overlooking this important
detail associated with the DC-10-30 series aircraft: most
DC-10s have only three gear pins, but the DC-10-30 has four.
An aircraft’s checklists for both maintenance and flight crews
need to be specific enough to indicate the correct number of
gear pins used on that particular model and series.
Another air carrier flight crew had all the flags visible and
properly stowed in the cockpit as they were supposed to
be—and were surprised when their landing gear would not
retract. The Captain reports:
n  After takeoff, we attempted to retract the gear, but the
mains stayed down and locked. We checked all the related
systems and found no apparent problems, so we returned to
the airport. We found the main gear pins installed. We
learned later that the aircraft had been ferried here with
the gear down, the pins installed, and the flags removed.
When I did my preflight of the cockpit, I noted that all the
flags were behind the First Officer’s seat, per the Company
Manual. It never came to mind that the mechanics had
removed the flags from the pins.
The Captain’s future preflight plans no doubt will include
looking specifically for gear pins attached to those
carefully stowed flags!
Wheel of Misfortune
A pilot began this report to ASRS quite succinctly: “Upon
completion of a very short flight, it was determined that
the aileron controls were rigged backward.” Fortunately,
that “very short flight” only got about 30 feet off the
ground. The cause of the incident became obvious to the
reporter, a manufacturer’s test pilot, upon reflection.
n  I was sent to functional check the aircraft after maintenance.
I did a preflight in the hangar, where aileron movement
and proper attachment were examined. I am unable to see
the control wheel from the exterior of the aircraft. I did a
control wheel check in the hangar and again prior to flight. I did
use the checklist. I do recall seeing left aileron movement. I am
unable to see the right [aileron] from the left seat. My mistake
was that I “looked,” but did not “see” (notice) the incorrect aileron
movement. The incorrect direction did not register in my mind.
This was a classic example of seeing what was expected—
normal aileron movement—not the reality of the reversed
aileron controls.
“Smoking Rivets”
In mechanic’s parlance, a “smoking rivet” is a loose or
working rivet whose vibration causes a black streak
trailing aft. Smoking rivets may be acceptable for
continued service for short periods of time under the
limited conditions outlined in the aircraft’s Structural
　
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