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discovered the propeller was stuck in the feathered
position. My instructor tried calmly several times to bring
the propeller out of the feathered position and restart
the engine with no success. My instructor was flying the
aircraft. The density altitude was high. We dropped down
to 3,000 feet MSL. We decided our best option was to land
at municipal airport. Our main concern was getting the
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/
August 2009 Report Intake
Air Carrier/Air Taxi Pilots 2733
General Aviation Pilots 904
Controllers 28
Cabin/Mechanics/Military/Other 391
TOTAL 4056
ASRS Alerts Issued in August 2009
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 10
Airport facility or procedure 2
ATC equipment or procedures 1
Maintenance procedure 2
TOTAL 15
It will come as no surprise to users of the ASRS Data Base Online
that many ASRS incident reports contain descriptive references
to weather—rain, freezing rain, thunderstorms, frost, snow, ice,
hurricanes, tornados, lightning, dust storms, wind, microbursts, and
hail—not to mention unlimited ceilings and visibility. But did you
realize that hundreds of pop song titles also use weather words to
good effect?
For our October issue, we sample a variety of weather-related
ASRS incident reports through pop song titles—from “Terminal
Frost” to “Snowbird.”
“Terminal Frost” (Pink Floyd)
The wings of an airplane are said to be “cold-soaked” when they
contain very cold fuel as a result of landing after a flight at high
altitude, or from being filled with very cold fuel. This condition
often occurs when high humidity is present, and may lead to frost
accumulation and icing on wing surfaces. A B737-700 First Officer
reported to ASRS that Cold-Soaked Fuel Frost may occur on both
longer and shorter flights, and is a preflight concern.
n Cold-Soaked Fuel Frost has occurred on a number of company
flights. The FOM requires the Captain to check for Cold-Soaked
Fuel Frost on flights over 2 hours…It occurs on the [B737] Classic
and NG on flights well under two hours in a variety of weather
conditions. I am submitting this report to increase awareness and
encourage checks for Cold-Soaked Fuel Frost on every leg…
…[Inbound] flight 1:54 hours. During preflight, as part of my own
personal check of the aircraft, I checked the wing from one row
behind the emergency exit window. Cold-Soaked Fuel Frost covered
a large portion of both wings. Weather at the time was clear, 66o F.
I notified the Captain, who also looked at the wing. After passenger
boarding was complete I went to the back and again checked the
wing…Only condensation remained and we departed without delay.
I have had Cold-Soaked Fuel Frost [on]: 1:20 hour flight, 80o F,
clear sky. 1:05 hour flight, 70o F, clear sky. Checks... need to be
incorporated into every leg no matter the duration of the previous
flight. Ladders need to be provided to allow the crew to conduct
a tactile or hand-on check of the wing when Cold-Soaked Fuel
Frost occurs. It can be clear ice or difficult to determine if it is
condensation or ice….
“Blame It on the Rain” (Milli Vanilli)
A B737 First Officer made an alarming discovery when inspecting
the aircraft’s engines during preflight.
n It was raining quite heavily. When I was doing my preflight
walkaround, I found a pair of Ramper’s knee pads, half-way back,
and sitting inside the #2 engine. Obviously, one of the Rampers had
set them there to prevent them from getting wet while unloading/
loading the aircraft. I removed the knee pads and handed them to
the first Ramper I came across. There was great potential for engine
damage or even worse if the chain of events had been different), i.e.,
Ramper puts knee pads in engine after I do my walkaround and then
forgets about them, and we start engines….
“The Wind Beneath My Wings”
(Bette Midler)
For a CFI light twin pilot, applause from passengers on the landing
roll was short-lived.
n Started flying GPS approach to Runway 9. There was a runway
change and I was vectored for ILS to Runway 27. Weather from
ATIS was reported to be ceiling 900 feet, visibility 3 miles in rain,
winds 230 degrees at 15 knots gusting to 30 knots. Started down
the approach, broke out at 900 feet. Crosswind was coming from
the left, applied left crosswind correction. Touchdown smooth
　
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