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came on, VHF com radios [were] overcome by static, autopilot
unusable. Engine operated normally. Standby EFIS came back
on line after a short time, but main primary flight display was
giving only partial information, being altitude, heading, but
no air data. We were unsure if navigation instrumentation was
operating correctly. ATC called and stated our altitude had
deviated significantly, and the standby EFIS indicated we were
several hundred feet off assigned altitude. ATC requested we call a
phone number. It appeared we had hit a severe turbulent updraft.
We informed ATC we were struck by lightning and requested
descent. We came out of cloud into clear conditions. The electronic
instrumentation began to come back on line after reboot. However,
the generator would not stay on line and the landing gear unsafe
light remained illuminated. We decided to divert. Gear came down
normally and landing [was] uneventful.
Upon inspection of aircraft, evidence of lightning strike was
evident. Removed Generator Control Unit and it looked like
someone had taken a torch to it….
“Butterflies and Hurricanes” (Muse)
The aftermath of a hurricane led to a missed approach by an EMB-
135, and flight crew “butterflies” during the climbout. Here’s the
Captain’s story:
n I was the Pilot Not Flying…Before I left the hotel I contacted
Dispatch to talk about the weather [at destination] where it was
receiving the aftermath of a hurricane. The current weather was
1 sm, 1,200 feet overcast, and winds 010 degrees at 25 knots
gusting to 35 knots. The forecast weather was similar and seemed
to hold true. On ILS Runway 30R approach around 1,500 feet I
noticed our airspeed rapidly decreasing and yelled ‘power.’ Almost
simultaneously the First Officer added power and we received a red
windshear warning. The First Officer then executed the windshear
procedures by adding max thrust and pressing the GAR [Go-Around]
button. I informed the Tower that we were going missed due to
windshear. Their instructions were to climb and maintain 3,000 feet.
After the windshear warning went away, we cleaned up the aircraft.
Rapidly approaching 3,000 feet, I noticed the First Officer had to
use an excessive forward force on the control column to decrease
the rate of climb. I could tell we weren’t going to level off. I told him
to press and hold the quick disconnect button because I thought we
may have a runaway trim because of the amount of forward force
to slow down the climb. I informed ATC that we needed higher, and
they gave us 4,000 feet, then 5,000 feet, and then a block altitude
that we requested from 5,000 feet to 8,000 feet.
Our rate of climb with full nose forward pressure on the control
[column] was around 500-1,000 fpm. This was also with a
Coming Soon!
We have made recent changes at the ASRS! In May 2009,
we launched an internal end-to-end electronic “Analyst
Workbench”. This tool assists our Expert Aviation Safety
Analysts in processing reports you submit through the ASRS
website or send by U.S. mail.
Coming Soon! We will launch a new and improved version
of our database search tool, ”Database Online” (DBOL) in
November 2009 that will be more efficient and user-friendly.
It will also include Microsoft Word, Excel, and html report
outputs. As always, we welcome your suggestions or
comments on our improvements.
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/
September 2009 Report Intake
Air Carrier/Air Taxi Pilots 2528
General Aviation Pilots 977
Controllers 18
Cabin/Mechanics/Military/Other 299
TOTAL 3822
ASRS Alerts Issued in September 2009
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 7
Airport facility or procedure 3
ATC equipment or procedures 4
Maintenance procedure 1
TOTAL 15
In our many years of reading ASRS reports, we’ve found
that mentions of “slides” and “slips” frequently culminate in
unfortunate outcomes. As you would expect, some of these
incidents are weather-related, but many others are not. In our
November issue, we offer a broad sampling of recent ‘slip-slidin’
incidents, including air carrier runway and taxiway excursions,
cabin crew miscues, slippery maintenance procedures, and GA
takeoff and landing mishaps.
Slip slidin’ away
Slip slidin’ away
You know the nearer your destination
　
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