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I entered the cockpit, the Captain and First Officer had
donned oxygen masks and smoke goggles and smoke was
pouring out of the instrument panel. At this point the
Captain was far too busy to communicate with me, other
than to acknowledge that they were working on the
problem. It was at least ten minutes before the Captain
and I were able to discuss the situation. During that time
the flight attendants did a great job of dealing with a
possible crisis with no real answers…. When the Captain
and I could talk, it was determined that he felt that the
source of the smoke and electrical smell had been
contained, but that we should make an emergency landing.
The crew had turned off all extra power needed in the
cabins, there was no way to dissipate the smell and haze,
and our nearest airport was one and one-half hours
away…. The flight attendants remained calm and kept
reassuring the passengers that the situation was contained
and that we would land safely. We had no lights in the
cabin, galleys, or lavatories, no power in the galleys, and
of course we had the smell and haze created by the
electrical problem. The passengers did not overreact, and
no one panicked. I attribute this to the fact that the flight
attendants were visible, spent time with each and every
passenger, and that the Captain made many
announcements to reassure the passengers…. The Captain
made a beautiful landing and the relief everyone felt being
on the ground was expressed by applause. The Captain
and First Officer did an outstanding job. The lines of
communication were definitely open. Their confidence,
expertise, and leadership skills influenced how the rest of
the crew reacted to a potentially dangerous situation.
January 2004 Report Intake
Air Carrier / Air Taxi Pilots 1902
General Aviation Pilots 549
Controllers 27
Cabin/Mechanics/Military/Other 144
TOTAL 2622
Best Performance in a Takeoff “Role”
The Captain of this B767 may have had the
leading role, but the “behind the scenes” efforts of
the controllers and flight attendants deserve equal
praise in the smooth handling of this incident.
■ Pushback and start-up were normal…. During takeoff,
just after calling out VR, the right engine began
compressor stalling. EGT reached a maximum of 710
degrees Centigrade and power diminished. We climbed to
1,000 feet AGL and ran the abnormal procedures. Engine
indications were back within limits so it was decided to
leave the engine running in idle until after landing.
Landing weight was 311,800 lbs. and maximum landing
weight is 295,000 lbs. Auto brakes were selected at level
“4.” The Captain did an outstanding job getting the
aircraft smoothly on the ground.... [There were] no injuries
to passengers or crew. The communication between the
cockpit crew and all others involved was superb. Kudos to
the tower, departure, approach, and ground controllers.
The flight attendants were great at keeping us informed
about what aircraft conditions they could see and feel and
how the passengers were holding up.
Best Solo Performance
The brilliant performance of this C206 pilot was
enhanced by the superb direction of equally talented
controllers.
■ I experienced electrical output failure of the alternator
at 11,000 feet on top of all clouds and in the clear some 150
miles from destination, with 4+ hours fuel on board. Light
icing conditions existed in the clouds with low IMC
existing below and within a 100 mile radius of my
position. I advised Air Traffic Control (ATC), declared an
emergency, and presented my plan of action: 1) I requested
Center to look for VFR weather within my fuel range. 2) I
advised of my flight conditions and announced that I
would maintain present heading at 11,000 feet and go off
Best Short Subject
the air for 20 minutes in order to conserve battery power
for communication…. [I] set the cockpit up for no-electric,
partial panel flight with vacuum driven attitude indicator,
magnetic compass, wrist watch fastened to the control
yoke, two good flashlights (one two-battery pen light and
one “D” cell light). Twenty minutes later, with
communications back up, ATC had indeed located VMC at
[ZZZ1] and Special VFR 4,000 foot overcast at [ZZZ2].
Both stations had advised Center by telephone that they
could provide Airport Surveillance Radar (ASR)
assistance for descent. I elected to go to [ZZZ2] and
requested to remain at altitude…to plan a descent pattern
that, if necessary, would ensure of the suitability of the
　
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