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and stored the engine cover. I then taxied out with ground
control, did my run-up, and got takeoff clearance from the
tower. As I lifted off, the controller informed me that there
appeared to be a “rope” trailing from my aircraft. I
requested and was given landing clearance. After landing
and taxiing back, I shut down and got out to investigate. I
saw that the engine heater extension cord was still plugged
in and had trailed behind me throughout taxi, takeoff and
landing. There was no damage to the aircraft.... I don’t
know whether someone plugged the cord back in after I
Altimeter Error
With each tenth of an inch of barometric pressure (Hg)
equaling 100 feet of altitude, the possibility of significant
altitude errors can result when flying in areas with very
low pressure. The old adage about barometric altimeter
settings, “High to low, watch out below,” takes on a whole
new meaning when you are the one “below.”

We were cleared to hold as published...and reported
established...[in holding]. Another aircraft [in the holding
pattern] reported accumulating ice, and requested lower.
ATC assigned 11,000 feet MSL which was 1,000 feet above
our assigned altitude. A very low altimeter setting (29.02)
was confirmed with ATC twice. We visually acquired the
other aircraft as they descended to, and entered, holding
within 200 feet of our altitude just behind us. We were
probably obscured below their nose. Obviously, the
aircraft’s altimeter remained at 29.92 inches as our
standby altimeter was set to reference their possible
deviation. ATC queried their altitude two or three times.
They responded, “11,000,” apparently unaware of the
altimeter setting.... We accelerated our aircraft briefly to
achieve some spacing in the pattern. ATC then told us to be
sure and hold as published. ATC advised, “This is a very
low altimeter setting and proper setting is important.” The
other aircraft became aware of the altimeter error and
climbed to 1,000 feet above our altitude. There was no
TCASII alert!
B757 Cabin Report
Keeping cabin crews informed about anticipated adverse
weather conditions can help to avoid injury and aid in
planning cabin service procedures.

During climb out, our aircraft experienced sudden
and abrupt turbulence.... It occurred 15 minutes after
takeoff as I was setting up my beverage cart in the galley
area. I did not pull the cart out. The aircraft took a sudden
drop and I was forced to the floor. My elbow and shoulder
hit the bulkhead. I crawled to a seat that was unoccupied.
I buckled the seat belt and remained seated until the cabin
stopped bouncing around. The captain called on the
intercom to find out if we were hurt and told us to remain
seated. I was totally unaware that there was severe
weather in the area and that we would be going in or
around thunderstorms. ... I would have remained strapped
in my jump seat if informed prior to departure of any
expected turbulence.
removed it, or I simply missed unplugging it. However, I
am ultimately responsible for the safety of the flight, so the
blame lies with me. Our goal is to come up with a
procedure to ensure this doesn’t happen again.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 304 January 2005
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
ASRS Recently Issued Alerts On…
What Is Wrong?
Foreign Exchange

I departed [an airport in Washington State] for a direct
flight to another Washington airport. Forty minutes into
the flight, I noticed the right fuel gauge read almost zero....
I wondered if I had a leak or a loose cap. I was close to my
destination so I continued. Then I started to question my
exact location. I couldn’t make out landmarks that
appeared on my sectional chart.... I saw a large airport,
turned west, and followed the shoreline. Within a few
minutes I found a smaller airport.... I circled the field
attempting to see a name on the runway or a hangar.
Nothing.... I had fuel concerns. The sun had already set.
Every minute seemed like an hour and this airport could
be my destination. I made the appropriate calls, entered
the pattern, and landed. I taxied up to the first person I
could find, exchanged greetings, and asked him where we
were. He said, “ZZZ, [eh?]” I was in Canada! I checked the
fuel and flew back to the real destination. Five law
　
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