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NOTAM and avoided the airspace penetration. However,
had the XYZ ATIS said more than “The Tower is closed,” I
could have deviated in time to avoid the area.
Included with the reporter’s mea culpa, a reasonable
suggestion: The XYZ controllers might have included
specific information about the tower closure on the ATIS
broadcast.
From Nose to Tail
A corporate pilot followed standard company procedure
for using a sport utility vehicle to tow an aircraft out of
the hangar. But the routine ferry flight to a
maintenance base turned out to be a little more exciting
than planned.
n  Through the checklists, engine start, taxi, and runup,
everything was normal. As I rotated, right away I noticed
that the airplane yawed some, and it seemed to me that I
had experienced a rudder boost failure. I retracted the
landing gear. The yaw ceased, the gear made a louder
thump than normal, but then everything seemed all right
except the landing gear handle light stayed on. Then it
dawned on me—I hadn’t removed the tow bar. Was it
still there?
I called Departure Control and advised them of the
situation. They sent a truck down the runway to see if the
tow bar was anywhere to be found. [It wasn’t.] I decided
to continue to our maintenance base, due to better
facilities and equipment to deal with who-knows-what on
landing. The Approach Controller set things in motion
for my arrival. The Tower cleared me for a low pass. The
Controller could see the tow bar…it was being held out
forward at about a 60° angle by the nose tire itself.
Amazingly enough, I landed uneventfully, except that the
initial touchdown sent up quite a shower of sparks from
the eye of the tow bar.
The only damage, besides that to my ego, was to the nose
gear doors.
The reporter states that the company’s towing
procedure has been changed to prevent this from
happening again. As if our reporter could ever forget!
And now to the tail: a predawn departure set the stage
for this cargo carrier’s First Officer to overlook an extra
“load”:
n  Upon landing, we noticed the tailstand [tail support
stand] had been left on the tail during the flight. The
tailstand was removed and the [subsequent] flights
resumed without incident. “Tailstand check” will be
added to my before-engine-start checklist. Pilot fatigue
may have been a contributing factor, coupled with the
dark departure ramp not allowing you to see the tail as
you get in the plane.
One last look by a flight crew member (with a flashlight,
if needed) before boarding the aircraft, plus adherence
to “tailstand check” on the checklist, may keep other
crews from experiencing this potentially dangerous
situation.
In our next report, an air carrier First Officer discovered
that the aircraft’s ACARS computer doesn’t know—and
doesn’t care— whether it’s winter or summer.
n Since we were weight-restricted because of 2,500-foot
field elevation, we requested a new takeoff weight sheet. I
entered airport temperature into ACARS to get our
allowable takeoff weight. I entered 18 for the airport
temperature of 18°C. By not putting the “C” in, the
computer figured the temperature was 18°F. Consequently,
we inadvertently took off 700-1,000 lb. overweight.
There is a notice out to make sure °F or °C is entered,
rather than leaving it out and assuming the computer will
default to what you [want].
The difference between the temperatures is considerable.
An 18°C day is a relatively balmy 65°F. An 18°F day is
well below freezing, and sounds even colder when
expressed as -8°C. This crew should have paused for a
reality-check when the computer indicated they could take
off near maximum gross weight at that field elevation, on
a balmy day.
January 1997 Report Intake
Air Carrier Pilots 1888
General Aviation Pilots 612
Controllers 59
Cabin/Mechanics/Military/Other 42
TOTAL 2601
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
Although some parts of the country have seen evidence of
a Spring thaw, many areas are still firmly in winter’s
grasp. In this first report, a general aviation pilot
endured the winter cold for the duration of a three-hour
flight:
n Aircraft heater did not work, so I tagged it “inop” to
　
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