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When I pushed the Standby Hydraulic circuit
breaker in, the pump came on and the leading edge
devices came down on the open outboard “C” Ducts
(engine cowlings). There was nobody in the cockpit
at the time. When someone went up to turn the pump
off, they found the Standby Hydraulic switch in the
“Armed” position, apparently from the B/C Check
the night before. The leading edge lockout pin had
already been removed from the valve in the main
wheel well.
The engine cowlings and leading edge devices on
both sides of a B737-700 were damaged in this
incident.
Tail End Tales
Although it might seem unlikely that anyone would
confuse the MD80/90 tail cone jettison with the aft
passenger door/stair operation, two incidents reported to
ASRS confirm what Mr. Murphy said, “If it can be done
wrong, it will be done wrong.”
■ Ramp personnel told us that there was no passenger
stair available and that they could not fuel the aircraft
with passengers on board unless an exit door was
available. Someone on the ground asked about lowering
the aft stairs…. We found the procedure for exterior aft
stair operation in the aircraft manual. We gave the ramp
personnel the page from the manual. They had no
questions and indicated that they could do the
procedure…. They pulled the emergency jettison handle
and jettisoned the tail cone.
■ [We] taxied to the maintenance ramp for a one-hour
ATC and weather delay. Six passengers deplaned via the
aft stair because they did not wish to continue due to the
delay. The First Officer thought that you could raise the
stair from inside the cabin. I went aft and while I was
looking at the panel, the Number Two Flight Attendant,
trying to help, pulled the handle above the emergency exit
door releasing the tail cone. The tail cone fell to the ground
causing some damage….
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 285 June 2003
What Would You Have Done?
In this “interactive” issue of Callback, several
recent ASRS Reports are presented in a format
which allows the reader to consider an appropriate
course of action for a given situation. The reporters’
actions, which may or may not represent the best
solution to the problem, are found on the reverse of
this Callback issue.
Situation #1:
Main Cargo Fire Warning
On a flight from Japan to the United States, a B767-300
was taking off on a dry 12,000 foot runway in day VFR
conditions.

At 80 knots on the takeoff roll we received a momentary
Main Cargo Fire Warning. This included an Engine
Indication and Crew Alerting System (EICAS) message,
Fire Bell, and Fire Lights….
What would you have done?
Situation #2:
A Passenger Began Yelling
A B767 Flight Attendant was seated for the takeoff and
climb when a frantic call was heard.

Approximately five to ten seconds after takeoff, a
passenger in my area began yelling, “Baby, baby!” I
released from my jump seat, crossed over to the right aisle,
and proceeded to where the passenger was yelling. A
female passenger was holding her 20 month-old infant
boy, who was limp, blue, and not breathing….
What would you have done?
Situation #3:
Complete Electrical Failure
The pilot of a C182 obtained two weather briefings and an
IFR clearance prior to departing on a cross-country flight
of approximately 130 nautical miles.

I climbed without incident to 6,000 feet where I was in
and out of the cloud tops. About fifteen minutes into the
flight, I noticed that the ammeter was discharging. I could
not reestablish operation of the alternator. I contacted
Center and declared an emergency. I was given vectors to
[an airport], cleared to descend to 2,100 feet, and cleared
for a GPS approach. While making the procedure turn
inbound, I began to experience icing, abandoned the
approach, and climbed back to 6,000 feet. I requested to fly
to [my destination], where, hopefully, I would be able to do
an ILS or surveillance approach. I informed Center that I
would shut off all my electrical equipment to maintain as
much battery power as possible. I continued to fly in the
general direction of [my destination]…. I turned the radio
on and found that I had experienced a complete electrical
failure….
What would you have done?
Situation #4:
Controlling an Emergency
A Sector Controller was confronted with adverse weather
and conflicting traffic when one of the aircraft approaching
　
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