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the de-ice cart ready. I thought maybe we had a block of
ice in the belly...After landing I started to walk around the
aircraft and found ice still all over the aircraft. I showed
the mechanic and my co-pilot all the ice. The aircraft was
covered with clear ice...I believe the ice was masked by all
the de-ice fluid....
In the future, I will inspect the aircraft with a tactile
inspection process....
Number 337 January 2008
In recent months the Editor has been collecting
reports from general aviation and air carrier pilots
that describe incidents outside the realm of what
is routinely reported to the ASRS program. Some
of the lessons to be learned from these reports are
that vigilance, standard operating procedures, and
training can safely resolve even the most off-beat
and hazardous situations. To kick off the New Year,
we offer these glimpses into unusual events of the
year just past.
Downed by the Dump
Sunglasses, lack of oxygen, and confusion all played a part
in a Cessna 441 pilot’s pressurization emergency.
■ While cruising at 26,000 feet I became
ill (or so I thought). In fact, the aircraft
was not maintaining cabin pressure. I
was fl ying southwest into a very bright
sun. I put on dark sunglasses for eye
comfort. The cabin altitude [warning]
light was on, but I could not see it. I keep
a small fi rst aid kit behind the seat, [and]
when I turned to get it I saw the O2 mask
in the cabin had deployed. After some confusion, I put on my
O2 mask and asked for lower. The controller did a great job
when I told him I needed to get down.
After my head cleared up some, I leveled off and discovered
I had pulled the cabin dump valve with my pant leg. I
know it sounds impossible, but it happened.
Disappearing Prop
An Aeronca pilot’s preoccupation with cowling removal
during maintenance contributed to a nasty surprise on a
subsequent test fl ight.
■ The Chief had compression problems on one cylinder
and the cowl had to be removed for maintenance. The prop
must be removed to take the nose bowl off a Chief. After
engine repair, the cowl was reinstalled and the prop placed
on the tapered shaft to check for rubbing. The spinner...
was installed because it is the fi rst thing to rub if the cowl
is not on perfectly. It rubbed, so the cowl had to be loosened
and retightened until everything had suffi cient clearance.
The engine was test run and the airplane appeared ready
for fl ight, even though the prop, which was only placed
on the shaft to test for clearance, had not been tightened
or safetied. The spinner prevented this from being noticed
before fl ight. The engine tested fi ne in the pre-takeoff check,
and the fl ight proceeded normally for about 30 minutes until
a knocking sound was noticed. Power was reduced, and the
prop departed the airplane and landed, as best we can tell,
in a woods north of the airport...The Chief glided back to the
airport and landed with no problems and no damage....
The cause was distraction with the cowl and resultant
oversight of the prop’s improper attachment. The problems
that could result from not securely attaching the prop
before fl ight are obvious...I know it will not happen again
with anything I am fl ying.
Publication Interference
An orderly cockpit – with publications and charts securely
stowed – can prevent the type of incident reported by
this Piper Comanche pilot. The pilot had been practicing
holding procedures with an instructor, and had been
cleared to land by Tower.
■ ...I completed my pre-landing (GUMP) procedure: fuel
selector – check. Boost pump – on. Gear switch – down.
Mixture – full rich. Prop – in high (rpm). I lined up on
runway...At the fl are on fi nal, loud noises were heard as
the aircraft slid to a stop. After the aircraft stopped, I
confi rmed that the landing gear switch was in fact down. I
then found a set of terminal procedure publications wedged
between the landing gear extension handle and the fl oor.
Later inspection found the landing gear circuit breaker had
been tripped.
Lights in the Mirror
A corporate fl ight crew on a nighttime
approach to a non-Towered
airport fell victim to “an eerie
coincidence.”
■ ...We were cleared for a visual
approach to Runway 4. The Tower had
closed...The airport beacon and PAPI lights were on,
but there were no runway lights....I asked the PNF [Pilot
Not Flying] to click on the lights using the local Tower
frequency and the lights came up full bright on all runways.
　
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