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The SO found a second fire extinguisher and discharged it
into the continuing red glow in the circuit breaker panel.
And finally: During the approach, we encountered…
failure of both direct lift control auto spoilers. At
touchdown, spoilers were manually extended. I selected
reverse thrust, but no thrust reversers worked. On taxi in,
all three engines were in flight idle. At the gate…the
aircraft was still pressurized—Flight Attendants could not
open the door. The SO tried to shut down all packs and
engine bleeds, but could not. The Captain attempted to
shut down the engines with fuel and ignition switches, but
engines kept running. Engine fire [fuel shutoff] handles
were pulled, and engines shut down. The door was opened
from the outside, and the passengers exited.
The final diagnosis from maintenance personnel: an
improperly installed wiring clamp had worn through the
insulation and shorted out. Kudos to the flight crew for
great crew coordination and superb handling of this
aircraft emergency.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://olias.arc.nasa.gov/asrs
Number 240 June 1999
ASRSRecentlyIssuedAlertsOn…
Uncommanded roll in a B737
Metal shaving debris on A320 flight control wiring
P-56 (White House airspace) avoidance procedures
April1999ReportIntake
Air Carrier / Air Taxi Pilots 2314
General Aviation Pilots 656
Controllers 56
Cabin/Mechanics/Military/Other 145
TOTAL 3171
Weather ASOS-ciations
Automated Surface Observing System (ASOS) is the
current weather reporting equipment at many airports.
However, some pilots and controllers believe that this
equipment occasionally provides inconsistent or
unreliable weather information to users. Our first report,
from a General Aviation pilot, illustrates:
n  Weather at XYZ was reported as clear, visibility 7-10
miles, no remarks. I checked the ATIS repeatedly during
the last 45 minutes of the flight. No change from clear and
8 miles. There was frequent lightning ahead with
indications of storm activity on the [aircraft’s] weather
avoidance equipment.
The ASOS at XYZ is supposed to be attended and
augmented as necessary. In this case, a thunderstorm was
close enough to the airport to be seen and heard, but there
was no mention of it on the official weather.
Another reporter, an experienced weather observer,
explains how the ASOS can arrive at these apparently
inconsistent weather reports.
n  The ceilometer only sees clouds directly over its sensor.
This means on a dreary overcast day, if there is one small
break in the clouds over the sensor, it calls the sky clear.
Furthermore, the visibility sensors…generally show the
visibility to be much greater than it actually is.
Some technical advances have improved the accuracy of
ASOS readings and increased the frequency of broadcast
updates. However, the equipment is programmed to
update ASOS and ATIS broadcasts only when a significant
weather change occurs. For more information, check
out the ASOS User’s Guide on the Web at:
http://www.nws.noaa.gov/asos/index.html
Location, Location, Location
In another report to ASRS, a Local Controller notes that
the location of ASOS sensing devices may generate wind
reports that differ from those produced by sensors
elsewhere on an airport.
n  [ASOS] wind instrument is installed at the south end of
the airport in a partially sheltered location. [The reading]
differs by 50 degrees or more during northwest winds
when compared to mid-field wind sensors. Additionally,
this sensor is 2 miles from the approach end of Runway
19. I believe this instrument does not give a good representation
of wind conditions. Tower and Approach have
direct-reading instrument from the mid-field sensor.
Reports such as this one, sent either directly to airport
management or to ASRS, have resulted in the relocation
of ASOS sensing equipment at several airports.
A Matter of Conscience
In an old Walt Disney movie, Jiminy Cricket sang a song
that ended, “…and always let your conscience be your
guide.” A Tower Controller did just that, stating in his
ASRS report that, “the only valid information the pilot
had in this case was my notably unauthorized remark.”
n  The [small] aircraft had just turned base to final to
Runway 16, having been cleared to land while it was on
downwind. [At that time, I issued] the ASOS wind at 100
　
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