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greater disaster:
■ A passenger placed a large number of matches in a suitcase
along with a phone book and numerous other flammable
materials. The matches rubbed together and caught fire as
the suitcase was being handled into the cargo bay. Apparwarm
as it was being loaded. It could have been
dismissed...but cargo handler chose to investigate. It’s a good
thing he did, because not only did his actions save damage to
other cargo, other passenger luggage, and the aircraft, but I
feel that he may have saved the lives of the passengers and
crew...Our grateful and heartfelt thanks...
Uncommanded roll of B747-200F with autopilot in INS mode
A near midair collision of a turbojet with a weather balloon
Recurring coverage problems with an ATC ASR-9 radar
Hard landing of an Airbus A320 attributed to dust devils
Smoke from electrical wiring in a Beech 1900C cockpit
ASRS Recently Issued Alerts On... A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
October 1994 Report Intake
Air Carrier Pilots 1874
General Aviation Pilots 752
Controllers 75
Cabin/Mechanics/Military/Other 32
TOTAL 2733
G-U-M-PN o t C h u m p
Most pilots are intimately familiar with G-U-M-P, a mental emergency procedures. I checked everything but the fuel
“checklist” standing for Gas-Undercarriage-Mixture-Prop
that is used on final approach to prevent gear-up landings,
fuel starvation, and other mishaps. But not even “GUMP”
can save the day if prior checks of flight-critical items–and
good judgment–are suspended. An ASRS report illustrates:
■ We had just completed an extensive annual inspection on
this aircraft. I was proud to certify its airworthiness. I had
promised to fly an acquaintance’s son (age about 25) previously
and today he showed up for the flight. This was to be
the son’s first airplane ride ever. I spent an extra amount of
time going over the pre-flight with him. The right fuel tank
was nearly empty (about 5 gallons) but the left side had
plenty of fuel. When we boarded the plane for flight I made
the error which would result in this incident. I had the fuel
in the “off” position for maintenance and in a rare case of
disorientation selected the right tank for the flight...
Returning to the airport traffic pattern I entered upwind and
as I was completing the cross-wind leg, about to start my
landing checklist, the engine quit. I immediately set the
airplane up for best glide and started going through
selector because I did not consider that I was out of fuel
(believing I was on the fuller tank). My next mistake was in
extending my downwind too much while going through the
procedures, and when I did finally turn base I was short of
altitude. I landed in the corn less than a hundred feet short
of the grassy approach to the runway. I didn’t realize I was
on the empty tank until after we landed and heard the
electric fuel pump clicking away.
I showed the young man the fuel selector before we started
up, and I’m sure I’ll always wish I’d asked him to change
the tanks...I [also] wish I had concentrated more on landing
the airplane on the runway while it was right there for
me...
It was our reporter’s apparent practice to check and set the
fuel selector only once. Sound procedures call for manual
and visual checks during preflight, before takeoff, and
before landing. Also highly questionable was the decision
to carry a passenger on the first flight following extensive
maintenance. Finally, the entire incident might have been
prevented by the simple expedient of refueling the aircraft
prior to flight.
“The Pattern Serves a Purpose”
Our next reporter learned not only about the proper use of
“GUMP,” but also that there’s more than one reason for
flying a standard traffic pattern.
■ It was...near the end of a very long day. I was completing
a three-hour flight on an aircraft with a total of 6 hours
since major overhaul and 3 hours since annual inspection.
The last 1.5 hours...was at night and over rough terrain.
There was no moon out, and therefore it was very dark.
Although the weather was VMC, I had to keep a close eye on
the gauges due to the lack of horizon. Needless to say, the last
leg of this trip was very stressful...
When I finally saw my destination airport...I noticed that my
descent from cruise was going to leave me too high and fast
for a straight-in approach. Therefore, I slowed the aircraft
　
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