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I realized gear had not extended... I reset circuit breaker
and gear came down and locked then made a safe landing.
Once shut down, I discovered I had significant prop strike,
but very little other damage.
Three things I will do differently: 1) No more straight-in
landings at uncontrolled airports, I will fly the normal
pattern; 2) I will keep my hand on landing gear switch till
down and locked; 3) If by chance I land gear up again, I
will shut down and walk away. Taking off with a broken
airplane could have been disastrous.
The Right Tools for the Right Job
For a corporate aircraft departing a non-Towered airport,
TCAS provided extra time to maneuver clear of fastclosing
traffic.
Coming Soon! –
New Export Capabilities for the
ASRS Database Online
In 2006, ASRS provided direct electronic access to its
database through the ASRS web site at http://asrs.arc.nasa.
gov. Users of ASRS data can perform their own database
searches, download incident records, and have immediate
access to a valuable source of safety information. The
response to the Database Online has been phenomenal,
with more than 14,500 searches performed by users from
August 2006 through March 2007.
ASRS is now adding a new capability to the ASRS
Database Online – the ability to export incident
record downloads to Microsoft Excel® (.xls) or Comma
Separated Value (.csv) formats. Up until this point, the
only format available for downloading incident records
was Microsoft Word®. With the addition of the .xls and
.csv formats, ASRS incident report data will be easier
to analyze and sort.
The content of the .xls and .csv formats will be exactly
the same as the on-screen incident record. The exports
will generate one row for each incident record. The
exports will be limited to 10,000 incident records per
download, due to speed considerations.
The .xls and .csv formats are intended to serve a wide
community of data users. Microsoft Excel® is a widely
used and popular spreadsheet application. The .csv
format is supported by virtually every kind of database
and data management utility. The Microsoft Word®
format will continue to be available to users who prefer
that format.
As always, we would appreciate your feedback about the
ASRS Database Online, and our enhancements.
Number 330 June 2007
As in previous “interactive” issues of CALLBACK,
readers are once again given the opportunity to
consider an appropriate course of action for a given
situation. The actions that were actually taken
by the reporters of these incidents are found on
the reverse of this CALLBACK issue. Bear in mind
that the reported action may or may not represent
the best response to the situation. Our intent is to
stimulate thought and discussion about the types of
incidents reported.
Situation #1: “The Ride Then Went from
Smooth to Violent”
For a Part 135 flight crew on a night flight, maintaining wings
level became a full-time job with an autopilot malfunction,
severe turbulence, icing, and crew member injury.
■ Upon leveling off, the autopilot was not maintaining
the 14,000 as selected. At 14,100, I reselected 14,000 and
it corrected back down. Within seconds we were at 14,400
when I said to the Captain, “What is wrong with the
autopilot, how come it won’t hold altitude?” The Captain
then disconnected the autopilot and pitched down to correct
for the uncommanded climb. The ride then went from
smooth to violent. I pulled both throttles back to idle as
soon as I was able. It was so rough that it was impossible
to control your arms and legs at times. Both of us hit our
heads on the breaker panel...Initially I heard a hissing
sound and thought decompression and mask. Then no
mask, we are only [at] 14,000 feet. The hissing was a burst
beverage container or my mask [was] out of its holster and
purging, I don’t know for sure. The Captain had a severe
cut on his head and was bleeding...The airframe was
covered with ice and a generator was offline.
What would you have done?
Situation #2: “Both Front Windshields
Became Fully Obscured in Oil”
An instrument-rated pilot of a single-engine aircraft
departed the airport on a VFR pleasure flight. The pilot
contacted Approach Control and requested clearance
through Class B airspace...
■ Clearance was obtained with an initial climb to 6,000
feet MSL. Approximately two minutes after leveling off
at 6,000 feet MSL, began to notice fine oil mist on front
windshields. Advised Approach of situation and requested
　
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