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was made to return to the airport. Maintenance found the
PT2 [Pressure/Temperature terminal 2] probes on engines
#1 and #3 to be fouled with dirt dauber nests.
“Hazmat” in the Hold
Improper carriage of hazardous materials (hazmat) can
pose a serious threat to air safety. A private pilot,
traveling as a passenger on a commercial flight, reports
on an incident involving a common item that some people
might not recognize as a hazardous material.
n  This event was the ignition of a box of wooden kitchen
matches contained in my duffel bag. Also contained in my
bag was a box of fire starter [sawdust and paraffin,
shaped like a candle] which did not ignite. The matchbox
fire went out on its own, and was discovered by smell by
someone loading the baggage. I was informed that both of
these products are illegal to pack in baggage.
I was traveling with a group for a fishing trip, and packed
a duffel bag containing community food and camping gear.
I made arrangements to have fuel and stove oil waiting at
our destination, as it is common knowledge that these are
hazardous materials and cannot be transported safely on
a commercial airline. I have spoken with at least 20 people,
including many pilots and several flight instructors, and
not one was aware that matches were a prohibited material.
The reporter notes that the posted hazmat warning at the
airline check-in counter referred to “flammable liquids and
solids,” but matches were not included in the list of examples.
He adds that, later, At the ticket counter…they took out from
behind the counter a flier stating that matches are prohibited.
However, it was not posted where the public could read it, and I
would not have thought
to ask for the flier if this event had not occurred.
In another incident, a knowledgeable First Officer recognized
the danger of carrying two hazardous materials together:
n  The ramp agent came to the cockpit and handed the
Captain a Hazmat form for one container of oil. The
Captain rejected the Hazmat form because it listed only
one container and we were asked to carry two. The agent
returned with new copies of the paperwork.
The agent then handed the Captain a new Hazmat form for a
canister of oxygen [which] would go in Bin 4 alongside the oil.
I asked the agent if it was a good idea to put oxygen and oil
containers together, since oil and oxygen can combine if we
hit turbulence. The agent didn’t know. Both the agent and
the Captain were satisfied with the oxygen and oil packed
together in the same bin. I told the Captain that I was not
comfortable with this combination, and did not want to fly
with it unless they were separated into different bins.
After discussing several notable aircraft accidents attributed
to improper handling of hazardous materials, the crew agreed to
have the items loaded into separate cargo areas. The First
Officer was wise to insist on the safe course of action.
Great CRM–and Piloting
Some of the most interesting incidents we hear about at
ASRS come to us as brief reports from modest crew
members. For example, the following report from an L-1011
Captain did not reveal the gravity of the emergency:
n  The [overwater] flight was uneventful until just west of
our destination, when an electrical fire occurred behind
one of the circuit breaker panels in the cockpit. The
Second Officer [SO] had to discharge a fire extinguisher
through a narrow seam crack in the panel. The bright
white electrical arcing left the SO visually challenged. An
emergency was declared, and we made an uneventful, but
challenging, approach and landing.
Reports from the First and Second Officers and a callback
conversation between the Captain and an ASRS analyst told
a much more harrowing story. From the First Officer [FO]:
n  The Captain’s autopilot dropped off with several
warning flags on his flight instruments. He transferred
control of the aircraft to me. During descent, various
warning lights illuminated, which were reset several
times. We ended up with one pitch trim working.
The Captain was surrounded by inop flags on his instrument
panel, so was unsure of which instruments were still operating.
Random electrical warnings erroneously indicated that the
aircraft was simultaneously on the ground and in the air.
The FO continues: The Captain and I had donned oxygen
masks as soon as we detected smoke. The Captain had a
partial com failure with his oxygen mask, then with his
headset/boom mike. Cabin pressurization was climbing.
Cabin pressurization control was switched to standby mode.
　
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