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– work up a plan with an alternate [plan] and stick to [them].
Don’t just “kick the tires and light the fires”!
Pay Your Toll To the Towbar Troll

I arrived at the airport, pre-flighted the airplane in the
hangar, attached a towbar to the nose wheel and pulled the
airplane onto the ramp with my vehicle. Disconnected the
towbar from my vehicle and pulled around the side of the
plane to put my flight bag into the plane. Put the vehicle in
the hangar, closed the hangar door. I called FSS to obtain my
IFR clearance. I jumped into the airplane, taxied to the
runway, and departed into 200 sky obscured and 1/2 mile
visibility. After rotation I heard a thump. Concerned that my
landing gear may have hit a small animal (fox, etc.) I did not
retract the gear. I continued to my destination, which was
VFR with its services. Approximately 20 minutes prior to
arrival, I remembered the towbar and advised the Tower of my
A Note on ASRS Report Submission
ASRS has received several recent reports submitted by
air carrier crew members that include a sentence like
this:
“I am submitting this report on behalf on myself and
the First Officer, with his permission.” [ASRS emphasis]
ASRS program users should be aware that only the
individual whose name appears on the report
identification strip (ID strip) is eligible for the FAA
immunity provisions associated with ASRS
participation. Two individuals cannot receive
immunity from submission of the same ASRS report
form. Only the person who submits the report is
eligible for immunity, assuming that other important
conditions such as timely receipt of the report and
inadvertent nature of the incident are met.
There is another reason for each person involved in an
incident to submit his or own report. Multiple reports
of the same incident provide a richer, fuller picture of
what happened, and are of special interest to many
requesters of ASRS data.
FAA Advisory Circular 00-46D outlines all the ASRS
program provisions, and is available for downloading
from the ASRS web site at http://asrs.arc.nasa.gov.
situation and requested CFR services as a precaution. The
landing was uneventful, with a 1/4-inch dent the only damage
to the airplane.
Events leading to this occurrence were:
✈ Early morning departure;
✈ Using my vehicle to pull the airplane out (normally I
tow by hand);
✈ Attention devoted to departure into IMC conditions.
Suggestions: Attaching a towbar requires that at the very
least, action be corrected to…complete pre-flight.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
Notes from the Galley
Most air carriers have policies that prohibit cockpit
crews from eating the same entree. These policies
are a safeguard against an entire flight crew being
incapacitated by food poisoning. An incident
recently reported to the ASRS points to the need for care in
serving cockpit beverages, as well.

While parked at the gate waiting for departure time, my
First Officer and myself asked for a glass of orange juice. The
Chief Purser brought us each a glass of orange juice and after
taking a sip, we discovered that both glasses of orange juice
were mixed with champagne. I asked the Chief Purser where
he got the glasses from and he said he took them from a tray
in the cabin. We were both very disturbed by this, so I called
the duty Flight Manager to inform him of this incident. We
were told to pack our bags and leave the aircraft, we were no
longer legal to fly… The flight was delayed over an hour and
a half while another crew was found to fly the aircraft.
I was very glad that this incident happened while parked at
the gate rather than in flight, but I am very concerned that it
happened at all. I feel that the cabin crew need to review their
procedures for handling cockpit beverages (as well as food
items) so that this problem does not happen again.
Attacks from the Back
ASRS has received several reports during the last year of a
potential hazard to air carrier flight crews that are
repositioning or ferrying aircraft. Because these flights do
not carry passengers and the usual cabin crew complement,
some pilots forget to secure the cabin. Here’s what can
happen when this precaution is neglected:

During landing rollout at 60 knots, a galley cart from the
aft galley rolled all the way down the aisle and into the flight
　
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