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descent into ABC. I noticed another plane directly ahead
of me, strobes flashing. When I was 9.5 miles from ABC,
the other plane called the Tower for transition, saying that
he was 9 miles out and was a helicopter. I immediately
realized that there was a problem. My eyes were telling me
he was still miles ahead of me, yet his position report
indicated that he was far closer to me than I had
thought…possibly only a half mile away. I passed about
100-200 feet under the helicopter, which scared both of us.
My complete misjudgment of the distance between us
resulted from the initial assumption that he was an
airplane. I kept looking at the strobes and the distance
between them, and assuming it was an airplane. Instead,
it was a helicopter with the strobes only five feet apart, not
35 feet as in most small airplanes. This created an optical
illusion and convinced me I was many miles behind him.
The strobe lights on most helicopters are mounted at each
end of the horizontal stabilizer, hence are usually only
about 5-6 feet apart.
“A Certain Slant of Light”
— Emily Dickinson
Lights! Action! Oops!
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
September 1997 Report Intake
Air Carrier Pilots 1974
General Aviation Pilots 759
Controllers 84
Cabin/Mechanics/Military/Other 63
TOTAL 2880
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 221 November 1997
Uncommanded 20-degree roll in a B737-300
A spoiler cable incorrectly installed on a DC9-10
Parachute jumping activity over a Nevada STAR
Since ASRS introduced incident reporting forms for
maintenance personnel in the spring of 1997, we have
received over 150 reports from mechanics, and continue to
hear from flight crews about maintenance-related
incidents. Following are some examples, beginning with a
report from an air carrier mechanic:
n [As part of routine maintenance requiring an engine
run to check for leaks], I assisted by pulling some of the
gear safety pins…then proceeded to perform a quick
inspection of the nose gear area. From my vantage point
in front of the gear, I did not notice the nose gear pin still
installed.
Another mechanic provides the rest of the story:
n At the beginning of the next night’s shift, I was briefed
that the aircraft had returned to the airport because the
nose landing gear wouldn’t retract. The mechanics found
the nose gear safety pin still installed. The safety pin was
removed, and the aircraft was once again dispatched.
One reason the mechanics may have failed to notice the
safety pins is that the “remove before flight” flags
attached to the pins are often rolled up and tucked out of
the way to enable good visibility of the work area. Flags
can also blow up into the wheel well and become caught
there. Solution: make certain those flags keep flying until
the aircraft is released back to the flight line.
Maintaining Safe Aircraft
Static Display
Flying the flags might have prevented another return-toland
incident, as reported by a corporate Captain:
n Early morning departure from a dark ramp; I did not
finish my walk-around inspection, as I was interrupted by
a passenger arriving early. I never resumed my normal
routine. On takeoff, I heard the First Officer call, “You’ve
got no airspeed.” I then called, “Say your airspeed.” Came
the reply, “I’ve got no airspeed either.” By that time, we
had considerable speed, and…I elected to continue takeoff.
Airborne, I got the “ADC [Air Data Computer] failure”
light. We decided to dump fuel and return to base.
The aircraft had been inspected and washed the day
before, and tape had been left on the static ports and pitot
tubes. I had not seen it in the dark, and my pre-flight had
been interrupted. No excuse! It was CAVU this time, but
what if it had been 200 feet and half-mile visibility?!
A “remove before flight” flag or long strip of “caution” tape
attached to the tape covering the static ports and pitot
tubeswould have provided a visual warning to ground
and flight crews.
Half-Full or Half-Empty?
Optimists and pessimists alike can appreciate the
difficulties a commuter Captain confronted due to a halfcup
of water:
n The First Officer handed his nearly-empty cup of water
to the Flight Attendant (FA), and requested a refill. The FA
　
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