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procedure was the cause of the incident.
n  We needed to off-load 7,200 lb. of fuel. The fueler had
us transfer fuel from the wing tanks to the center tank so
he could defuel. When defueling was complete, I closed the
crossfeed valve, which was confirmed by the First Officer.
Immediately at lift-off, the left wing was very heavy,
needing about 60° wheelthrow for level flight. I saw a fuel
imbalance of 4,000 lb. between the wing tanks, and 3,300
lb. in the center tank. The center tank had been empty at
the gate. I opened the crossfeed and fed both engines from
the left tank. I was able to balance the fuel load for landing.
[Maintenance] confirmed that the defuel valve and door
had been left open. The fueler had missed closing the valve
and door after defueling. A possible reason for his missing
the valve was the flaps and slats were left down at the gate
due to landing on snow and ice. During the before-startingengines
checklist at the gate, I noted the proper fuel and
distribution, and that the crossfeed valve was closed. Due
to night taxi at an unfamiliar airport on ice and snow, I
failed to detect the fuel imbalance prior to takeoff. Had our
takeoff been delayed 5-10 minutes longer, the aircraft might
not have been controllable after lift-off. We should
encourage crews to check fuel balance prior to taking the
runway.
Leaving the defuel valve open prevents closing of the
defueling door, and impairs the crew’s ability to control
fuel transfer. Diligent use of checklists—by both the
ground crew and the flight crew—can help prevent this
situation. The ground crew’s checklist should include an
item to check the security of the defuel valve and door.
The flight crew's checklist usually provides more than one
opportunity to review proper fuel distribution. This is
particularly important after any type of fuel transfer
operation.
If The Shoe Fits…
n  I set out to fly…to brush up on crosswind
taxi/takeoff/landing procedures. On
the second landing, while in the flare, my left
shoe fell off while applying left rudder. The shoe
landed in front of the left rudder pedal and heel
brake. The right crosswind started to pivot the
aircraft to the right, and I discovered the shoe blocked
access to the left rudder pedal and brake. Without
left rudder capability, I was unable to prevent the
aircraft from turning right into the wind. The
aircraft departed the runway to the right onto a level
grass area. I finally kicked the shoe free of the pedals
and braked to a stop with one shoe off, one shoe on.
Taxied back to the ramp and shut down for a
thorough inspection. No damage to aircraft or airport
property.
Despite nearly 20 years experience, I was unable to
overcome the effects on an errant shoe on a crosswind
landing. In the future, I will pay more attention to
the fit of my shoes before commencing flight.
Inadequate taxiway lighting at an Alabama airport
In-flight separation of B-757 wing-skin leading edge
Of Arms and “Legs” Onboard
Last month we shared some ASRS reports describing the
difficulties encountered by cabin crew members. This
month we add two sobering reports about passengers
authorized to carry firearms onboard the aircraft. In the
first report, the Captain was apparently the last to know of
the presence of armed passengers onboard.
n  Before boarding, I was told that a government VIP was
traveling. After the flight, I discovered that the VIP was
accompanied by…two armed individuals, and that we had
no notification to the Flight Attendant [FA] or to the PIC.
Later… I found out that the armed personnel were briefed to
tell the FA that they were armed; they did not do so. The
Ramp Supervisor knew the escorts were armed, and he told
our FA that we had “two leg passengers in Row 4” (“leg”
being the code word for armed passenger). Needless to say,
no one told us that was the code, so the FA thought he meant,
“Two passengers with hurt legs.” The armed individuals did
not display their special boarding passes to the FA. Not only
that, they did not sit in their assigned Row 4 seats.
The FA solicitously asked the two passengers in Row 4 if
their legs were OK. They were.
At some air carriers, policy requires that when an armed
passenger is admitted to the aircraft, the Passenger Service
Representative come to the cockpit
to inform the flight crew of the
location of the passenger.
When more than one armed
passenger is on board, the Captain
　
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