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both dirty and cleaned up. Flight was planned for FL310.
At about FL260, rate of climb was less than 500 feet per
minute. The aircraft could not make it to FL310 and
stayed at FL260. When I rechecked the weight and
balance, I saw that we had 100 passengers, and that
“normal” passenger-plus-carry-on weight of 212 lbs. was
used to calculate cabin weight. I watched these guys
disembark; they are gigantic, and all carried very large
equipment duffel bags. I think the aircraft was a good
8,000-10,000 lbs. over planned weight, and far in excess of
structural gross weight.
Abnormal passenger loads—troops, football teams, sumo
wrestlers, etc.—should require actual weights for dispatch.
The Bod Squad
The reporter’s point is relevant to both the previous report
and this incident: the use of “average” weights for
passengers, luggage, and carry-on items can lead to gross
inaccuracies in calculating gross weight.
In the rush for a quick departure, this air carrier crew
apparently overlooked the takeoff weight limitation for
their assigned runway. The First Officer reports:
n  After pushback, we began to taxi and the Captain elected
to shut down one engine to conserve fuel. It turned out to be
a short taxi, so he instructed me to restart the engine.
There was not much time between checklist, taxi
instructions, and watching for traffic and taxiways at this
busy airport.
The flap and power settings for our calculated takeoff
weight are printed on the Automated Weight and Balance
that the computer generates. I selected and informed the
Captain of the flap setting and power required, but failed to
notice that the performance criteria were designated for
Runway 4R and we were cleared for Runway 4L, which is
considerably shorter. On takeoff roll, it was somewhat
evident that the end of the runway was coming up fast. We
departed without incident, and realized the mistake while
enroute.
Neither of us had checked the runway that the takeoff
weights were predicated on. We were 10,000 lbs. overweight
on our departure.
When faced with schedule pressures or other time-related
constraints, flight crews need to take an extra moment to
ensure that potentially critical information does not pass
unnoticed.
An air carrier pilot provides a final thought:
n  Each trip I gain some sort of new experience.
Isn’t that what makes flying great? Fly the airplane.
Keep the big picture. Think ahead. Don’t rush your
thinking. Use your crew as a team. Lead the team.
And read CALLBACK, of course!
Hurry Up and Weight
Keep The Big Picture
Inflight speed brake failure on an FK-10
Assists and Commendations
Many of the “flight assist” stories that ASRS hears about
involve observant ATC personnel who come to the aid of
pilots in trouble. Sometimes ATC gets help from other
sources–as in the case of this general aviation training
flight that suffered a loss of engine power over unfriendly
terrain, at the approach of dusk.
n After an uneventful training flight with multiple touchand-
go landings, we climbed up to 3,500 feet MSL and
started back. Just as we were recovering from a practice
approach-to-landing stall (power-off stall), at the point of
power application, the engine made a loud sound and
began vibrating. As we had previously practiced
simulated engine failures, I had my student check [the
engine failure checklist], and I called Tower, informing
them I had a partial power failure, was declaring an
emergency and heading direct for the airport. We were
about 15 nm West-Northwest, and the Tower gave us a
squawk code and asked if I thought I could make it to the
airport. I said I would decide at the last suitable offairport
landing site (a reservoir/dry wash which I knew
had 2 dirt roads). Having lost 1,000 feet in about 5 miles,
I told Tower I was landing in the reservoir and requested
assistance in case things didn’t work out.
By the time I turned base for a dirt road I could barely
make out, a police helicopter arrived and lit up a landing
area and a tree I was able to avoid before touchdown.
There were a few scratches from bushes I scraped, but
otherwise no injury or damage. One spark plug was found
missing and was replaced....I may have been able to make
it to the airport on the night of the occurrence, but elected
to land off-airport.
Contributing to superlative efforts by the police helicopter
and ATC, this flight instructor earns a “well done!” for
clear communications and cool decision-making under
　
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