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nosewheel strap or weight to hold the nose down. The
Captain asked the load-master about this and was told there
were none available and [he] assured us there would be no
problem. We were expecting no freight in the upper cargo
deck and very little in the forward belly.
The preflight was normal. All doors were closed except for
the main cargo door and left main cabin door (L1). We began
the cockpit setup. All was normal until the main cargo door
was closed. As it closed, numerous alerts came on. Neither of
us had seen anything like this before. We called our
maintenance personnel onboard. After removing power and
resetting the aircraft, they restored everything to normal
operation. I went back to close the L1 door. When I got back
to the cockpit, all the alerts
had reappeared. We had
maintenance come back onboard.
They tried removing power again, but
when it was reapplied, the stick-shakers activated.
It was then that someone said it appeared the aircraft
thought it was airborne. This did account for the alerts.
Then one of the support people helping with the launch said
that the nose strut was extended too far. He had experience
with Air Force KC-10’s and said they couldn’t launch one
with that much strut exposed. I went down and confirmed
this. We realized that the Center of Gravity was too far aft.
It was discovered that there were containers in A7 and A6,
the most aft belly positions. The weight and balance showed
an empty aircraft except for containers in F1 and F2, the
most forward belly positions, weighing approximately 6300
pounds.
At this point the…Captain directed [the load master] to reweigh
the containers and load them in the proper positions.
A new weight and balance form was brought to the aircraft
and we then departed uneventfully.
All in the Family
Couples who share flying experiences face special challenges
in learning to work and communicate as a team. This is
especially true of IFR flight into weather conditions. Several
reports from ASRS files describe the various things that can
go wrong – and right, too – when a flying duo is “in the
clouds.”
‘Gee’ Whiz

While cruising on altitude and navigation autopilot at
9000 feet IFR in mostly IMC conditions, I had to leave my
seat for physiological relief. The passenger in the co-pilot
seat, my wife, has accompanied me on approximately 100
hours of cross-country flight in various single- and multiengine
aircraft. I asked her if she would answer the radio if
Center called with a frequency change. She said no, since she
is nervous about making radio calls. I informed Center that
I would need to be off frequency for two minutes and I’d
report back on. That was approved.
While I was in the back of the airplane…Center called to see
if I was back on frequency yet. [My wife] thought she would
answer the radio call and tell them I wasn’t back yet. She
reached across and pushed what she thought was the pushto-
talk switch on my yoke. She had actually pushed the
autopilot disconnect switch on my yoke. At that time a
passenger in the back of the airplane asked my wife a
question. My wife turned around and spoke with the other
passenger for a moment. When my wife turned forward she
saw that the aircraft was in a descending turn. I was on my
way back up to the cockpit when she pulled back on the yoke
and leveled the wings. I was forced to the floor when her
pullback resulted in approximately two G’s. In a couple of
seconds she eased the back pressure and I was able to return
to the cockpit and correct the altitude and heading
deviations.
A pre-flight briefing for the spouse on how to use a handheld
microphone might have prevented inadvertent activation of
aircraft controls and this excess ‘G’ situation. Training in
wing-leveling techniques, on the other hand, is best left to
the watchful eye of a certified instructor.
The Thrill is Gone, Baby
A pilot on her first IFR flight after passing the instrument
check believed she had planned for every contingency.
When it became necessary to divert to an alternate
airport after reaching cruising altitude, she and her pilot
spouse in the right seat handled the diversion
well…except for one small detail.

It was my first IFR flight, since receiving my
instrument rating. Conditions at departure and arrival
airports were VMC (current and forecasted), but I was
determined to file IFR to gain experience… Upon reaching
enroute altitude, I tuned in the ATIS for the destination. I
　
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