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contact local FBO/Beechcraft maintenance shop. Discussed
situation with maintenance manager via relay through
FBO line manager. Decided nothing we could do about
throttle airborne, OK to land using remaining controls, after
verifying gear was down/locked. Reviewed Pilot Operating
Handbook, pulled gear motor breaker, removed handle
cover, deployed handle, and turned about 25 turns in wrong
direction. Greens lights went off and red light came on.
Turned handle about 25 turns in the correct direction, red
light went out and green lights came back on. Maintenance
manager agreed gear must be down. Switched back to
Approach and advised ready to land but engine might quit
once on ground. Declined offer to have equipment standing
by. Approach gave heading back to airport, cleared visual
Runway 14R and handed me off to Tower. Tower cleared
me to land and advised other traffic they might have to
switch runways. Set up for extended final, slowed to about
80 knots, had passenger crack door open, and set down as
gently as possible. Landing gear held…Thanked Tower for
help, taxied to ramp and shut down.
Next work day, mechanic found throttle cable arm loose
on throttle body. Torqued self-locking throttle control arm
nut, found it could turn 1/3 of full turn. Replaced nut
and torqued…Mechanic checked landing gear. Couldn’t
replicate problem raising gear. Suspects bounces might have
temporarily jarred one of the [landing gear] squat switches.
Lessons learned:
1) Don’t postpone maintenance involving key systems
or controls.
2) Don’t hesitate to advise ATC if a problem develops.
3) If required to go around and having problems with
other systems or controls, consider leaving gear down to
minimize variables.
4) Plan extended final if uncertain about speed control.
5) Learn more about aircraft systems.
6) Double-check [gear handle] turn direction before using
manual gear extension procedure.
7) Find a better way to communicate with maintenance
while airborne.
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/
June 2009 Report Intake
Air Carrier/Air Taxi Pilots 2808
General Aviation Pilots 1019
Controllers 45
Cabin/Mechanics/Military/Other 507
TOTAL 4379
ASRS Alerts Issued in June 2009
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 8
Airport facility or procedure 12
ATC equipment or procedures 6
Maintenance procedure 1
TOTAL 27
As more General Aviation aircraft are equipped with
autopilots, GPS, and glass cockpit displays, ASRS is
also hearing more about pilots’ “learning curve” with
technology that has long been standard in air carrier
cockpits. GA pilots increasingly experience equipmentrelated
altitude busts, track deviations, and other
incidents. This month we present both GA and air carrier
reports that demonstrate the need for pilots to:
• Understand how advanced systems execute commands
before using these systems in flight
• Monitor the airplane’s flight path when ATC issues
clearance changes that require re-programming
• Resist the urge to extensively troubleshoot automation
that is not working as expected.
Surprises in the STARS
A GA pilot learned that a GPS had a different plan than
ATC for beginning a STAR procedure (Standard Terminal
Arrival Route).
n After handoff to Approach, I was asked if I could fly the
MARCS EIGHT Arrival. I said that I was somewhat new
to STARs though I believed I could do it. I programmed the
STAR into the GPS and asked the controller what transition
I should use. It took a bit of time though he said to use the
CWK (Centex VOR). I noticed that I was past that point
(approximately 3 nm) though I went ahead and started the
STAR. The airplane then began to turn back towards CWK
so I could begin the STAR as published...After 30 seconds
or so, the controller [asked] why I was turning and that he
had other traffic in the area and not to make turns without
authorization. I told him that he wanted me to use the
MARCS EIGHT with an CWK transition and I was going
back to begin the arrival. He then cancelled the STAR and
gave radar vectors until handoff to Approach. At no time was
I aware that I was doing anything wrong….
Here’s ATC’s version of the same incident, from a report
submitted to ASRS by an involved controller.
n I was working the Radar West sector at Approach
　
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