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flames and smoke coming from the radio stack in the gap
between the radios and ADF. The transponder was still on,
so I tried to squawk 7600 but when I tried, the transponder
failed too, so I turned the avionics master off. I was going
to land at a non-controlled airport before I realized I had
my cell phone in my bag. I called my flight instructor who
I had just dropped off before going to solo and told her I
had no communication, so she called the Tower for me and
called back to say I could come in to land and to look for
light signals. On approach, I noticed the light signals and
a fire truck near the runway. At this point I realized all the
electrical was out because the electric flaps weren’t working,
either. I landed [safely] and taxied back to the aviation school.
Best Performance in a Supporting Role
An observant flight attendant turned in a winning
performance in support of a B737 flight crew.
■ Landed ZZZ with 17.1 fuel and preparing for the return
leg...Conditions clear skies 10 miles visibility, altimeter
30.01, temperature 14/07, winds 160/5. Just prior to
boarding, the flight attendant commented that she thought
ICE was on the wings. I checked and YES there was frost
on the upper surface of the entire wing. With few options,
we decided to try to use [the] potable water hose to de-ice
the wing. Had the wing been less than full, we could have
added warmer fuel and melted the ice, but the wings were
full of super-cooled fuel that was causing frost to form with
no visible moisture on the ground or encountered during
descent or approach. It took about 20 minutes to get the
wing root area cleared as that was the point of greatest
accumulation (about a dime’s thickness), and I did a check
with my bare hands to confirm the wing was clear. The rest
of the flight was uneventful. At no time did it occur to me
or the Captain to look for ice, and a comment by the flight
attendant saved the day.
Number 341 May 2008
“We declared an emergency with ATC.” Thousands of
incident reports in the ASRS Database Online (DBOL)
contain this, or similar, phrasing. Many of these reports
also describe two standard questions that ATC asked pilots
following an emergency declaration:
• “What is your fuel remaining?”
• “How many souls are on board?”
Why does ATC request this information? For one ASRS
reporter, these questions created confusion and distraction
during a smoke-in-the-cockpit emergency.
■ While repositioning aircraft...and descending from 17,000
feet MSL in IMC and moderate rime icing conditions, with
all anti-icing equipment selected on, I experienced smoke
in the cockpit while passing through approximately 10,000
feet. When I changed frequencies to Approach, as requested
by Center, but before checking in, I fi rst smelled and then
observed smoke coming from behind the instrument panel
directly in front of me. I believe that I was cleared to descend
to 9,000 feet...but in all the ensuing confusion, trying to
communicate my emergency to ATC, responding to their
requests, hand fl y the aircraft, while trying to determine
and isolate the source of the problem, I may have descended
through the altitude that I was previously cleared to....
At around 7,800 feet, I managed to stop the smoke by
turning off the environmental control switch and the
windshield heat. After collecting my wits, I queried ATC
and asked them what altitude they wanted me at. They
responded by authorizing me to descend to 4,000 feet.
They did not indicate that I had busted my altitude or
violated my clearance in any way, but I believe in all the
confusion I may have...I continued to my destination and
landed without further incident, somewhat shaken but
nevertheless relieved to be safely on the ground....
Thinking back, I seriously doubt that being asked for
‘number of souls on board and fuel remaining’ did
anything to help me deal with the emergency, but rather
only served to distract me from the task at hand and
increased my concern about my predicament...It certainly
had no bearing on my situation and did nothing to help me
resolve the problem. At best, it only served to contribute to
the confusion and provided an unnecessary distraction....
ATC requests fuel/passenger information primarily so that
it can be forwarded to Crash Fire Rescue (CFR) personnel
at the airport where an emergency landing might take
place. CFR is very anxious to have this information, as it
allows them to act on an informed basis regarding:
• How many people are to be accounted for
　
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