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immediately evident–the clear water bottle that I had
resting between my legs had magnified the sunlight
coming through the side window! The beam was
concentrated…on my left leg near the bottle. At least if a
fire had actually been allowed to develop, the emergency
procedure would have been quite simple: 1) pull open
spout; 2) squirt!
This event has caused me to think of the possible
consequences of leaving a water bottle or other clear plastic
or glass object on a pilot’s seat or console in an unattended
aircraft parked outside in the sun.
Other pilots may wish to follow our reporter’s lead and
consider adopting personal procedures to prevent such
“pants on fire” experiences.
“Flames in the Louvers”
The Captain of a twin turboprop Beech 99 reports that he
and his co-pilot followed emergency procedures to the
letter when flames were spotted in the engine louvers
during a cargo flight:
n  On a VFR flight at 7,500 feet MSL, the First Officer
reported seeing flames in the louvers just aft of the inboard
engine exhaust on the #2 engine. I noted the fire T-handle
warning light was not on, unstrapped [the seat belt], and
visually confirmed a bright yellow-orange flickering
through the louvers. After strapping back in, I ordered
execution of the “engine fire in flight” checklist. Engine
shutdown and feather were normal.
Return to Land
The pilot of a twin-engine General Aviation aircraft was on
an IFR flight plan in instrument conditions when smoke
filled the cockpit. Quick thinking and good resource
utilization saved the day:
n  Pilot and front seat passenger smelled [smoke] and
shortly after saw smoke emanating from the instrument
panel. I turned off the #2 nav/comm and found that the
smoke ceased. I then pulled the circuit breaker and opened
the vent window to air out the cabin. I advised ATC of the
problem, and requested and received clearance to the
departure airport. I asked the front seat passenger to
advise the rest of the occupants of the situation, to remain
calm, and asked him to retrieve my approach charts. This
led to an uneventful landing. I contacted the Tower and
was told no report was required to be filed.
I have learned to keep handy the plate for the approach in
use at the departure airport in the event I ever have to
return for landing during IFR conditions.
As a result of this incident, the reporter has adopted a
procedure–keeping close at hand the approach plates for
the departure airport–that is standard for many
commercial operations, and recommended for any pilot
flying in actual instrument conditions.
After completion of the checklist, the First Officer reported
the fire still present. This was disconcerting, since the
T-handle (firewall shutoff valve) had been pulled as part of
the checklist. I immediately turned toward the nearest
airport, and was on the verge of declaring an emergency
with Center when the First Officer said, “Wait a minute, I
see some tape fluttering.” I asked him to confirm that he
saw no flames, only fluttering tape. This he did. At this
point, we realized that the change in airflow caused by the
now feathered prop and the change in the angle of the sun
as a result of the turn to the field had revealed our engine
fire to be a rapidly flickering piece of orange silicone tape.
We conducted an air restart (carefully monitoring the
instruments, fire warning indicators, and louvers). Restart
was uneventful and we [landed] uneventfully.
Post-flight [inspection] revealed a 3-inch length of loose
orange tape dangling from an orange-insulated line.
Preparation for Medical Emergencies
A Captain reports to ASRS that he has adopted a new
type of personal checklist following an inflight medical
emergency:
n  En route, Flight Attendants advised us of a sick
passenger in the back. The flight was diverted to [airport]
XYZ to disembark the passenger.
Prior to departure [from XYZ], diversion being a thing
that I had never done before, I discussed with the First
Officer if there was anything else that we needed to do
before departure. We couldn’t think of anything so we
departed.
On climbout, I realized that we had had a medical
emergency and that the Flight Attendants had used
oxygen and the Emergency Medical Kit (EMK). We called
them up and found that they had used one [oxygen] bottle
down to 500 lbs. and a second down to 1,000 lbs. They
had also used the blood pressure cuff from the EMK. At
least one oxygen bottle and the EMK should have been
　
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