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per bag. But almost all the passengers were on their way
to JFK. When you fly to JFK, you are supposed to use
international baggage weights of 35 lb. So from ABC to
XYZ, we’re supposed to use 23.5 lb., then on the leg to
JFK, the bags automatically go up to 35 lb. I think this
is a terrible policy.
Upon landing at XYZ, we touched down, and
unexpectedly, the nose came abruptly off the ground. We
added power as well as pushing forward on the yoke,
[and] proceeded normally to the gate. Upon visual
inspection of the tail, I saw scratches on the tail section.
At that point, we requested all the bags to be weighed.
The average weight was 44.5 lb. At that weight, we were
so far aft center of gravity that we should not have even
been able to leave ABC.
The only way to ensure proper weight and balance is to
weigh each bag before loading it onto the aircraft.
However, this may not always be a realistic option. Some
pilots have brought this problem to the attention of
company management. They report that, in some cases,
company policies on baggage weight estimates have been
changed to reflect more realistic figures.
Back Seat Interference
A General Aviation pilot navigating by normally reliable
VOR receivers wandered off-course, and discovered that
an unexpected culprit was the cause of the navigation
discrepancy.
■ After departing VFR, I picked up an IFR flight plan,
and was given a clearance. Abeam one intersection,
Approach advised that I was 7 miles south of course and
provided a heading to reintercept. I began course
correction and configured the Loran for course guidance.
On further comparison, it was determined that both VOR
receivers were suspect as they both indicated 8 degrees off.
This prompted a query of the two passengers, children ages
7 and 12, after which it was found that both were using
portable tape players. Both units were turned off, and the
VOR receivers returned to normal operation.
Air carrier aircraft are not the only ones susceptible to the
effects of portable electronic equipment. Small aircraft,
too, can experience interference with potentially serious
results, particularly in IMC conditions.
Watch Your Step!
In the next report, departing passengers inadvertently left
the pilot with a surprise to remember them by.
■ After dropping off the load of skydivers, I was cleared to
descend into Class B airspace. [Descending], I experienced
an engine failure. I notified ATC that I had an engine
failure. They cleared me to the municipal airport. I began
the restart checklist to restart the aircraft. As I checked the
fuel selector knob, I noticed that it had been bumped into
the OFF position by one of the skydivers. I placed the knob
into the BOTH position and regained power to the
airplane.
The lesson I learned is that a safety guard is needed on the
fuel selector knobs if you are carrying skydivers. The
owner agreed, and has placed one on this aircraft.
Another lesson learned by all these reporters is the
potential impact of “significant others.”
ASRS Recently Issued Alerts On...
Inadequate flight idle detent system on EMB-120
Uncommanded full rudder deflection on a Boeing 727-100
Difficulty in identifying a Washington departure intersection
Confusion about newly-published STARs for Salt Lake City
Dornier 328 window cracks attributed to airframe contraction
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
December 1995 Report Intake
Air Carrier Pilots 1545
General Aviation Pilots 539
Controllers 83
Cabin/Mechanics/Military/Other 27
TOTAL 2194
ATC Assists
Air Traffic Controllers must often carry out their duties in
less-than-ideal conditions, and also come to the aid of
pilots who find themselves in less-than-ideal conditions.
In a report from a Center controller, a non-IFR-rated
General Aviation pilot took advantage of ATC’s expertise
and got some badly-needed help.
■ I got a call from ABC Approach…about a small aircraft
trapped on top of an overcast with only about 45 minutes
of fuel remaining. The pilot thought he was 40 nm northeast
of ABC VOR, but Approach couldn’t find him on their radar.
The Center Controller expanded the range all the way
out…and discovered the aircraft about 40 miles west of XYZ
[more than 100 nm south of ABC VOR-Ed.]. Being familiar
with that aircraft, I realized that this pilot was in danger of
losing his life. The pilot did not have enough fuel to go to an
　
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