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that I had forgotten to remove the cowl plugs. One plug
was stuck in the cowling, while the rope connecting the
two plugs dangled the other half on top of the cowling.
I informed Tower of my situation and asked to return to
the airport. They cleared me to remain in the pattern…As
I was turning base, the rope holding the two cowl plugs
together broke and the remainder of the cowling flew and
got lodged in the right wing. I proceeded for a normal
landing, and as I was in the flare, the lack of airspeed
let the cowl plugs drop onto the runway from the wing.
Tower cleared me from the runway…I contacted Ground
and was given instructions to taxi to the ramp…I shut
down the engine and did a thorough inspection of the
cowling. I only found little pieces of foam from the cowling
but the majority of it seemed to be ‘lost’…I spent about
20-30 minutes to make sure there wasn’t any debris in
the engine. I contacted Ground for my squawk and taxi
clearance. I was concerned about the remainder of my
cowling and kept a visual lookout for it. After not seeing
it on the taxiway, I contacted Tower for takeoff clearance.
Tower cleared me for takeoff on Runway 16L. As I was
doing my takeoff roll, I saw the cowl plugs sitting on the
right side of the centerline close to the 500-foot marker.
I informed Tower that the cowl plugs were sitting on the
runway. I was told they were aware of the situation and
other airplanes had already reported it….
Number 362 February 2010
Unusual
Attitudes
A Rodent’s What?
An air carrier crew following a STAR descent profile
received a terse and unusual instruction from ATC.
n [We were] cleared to descend on the arrival, [our]
altitude approximately 24,000 feet, STAR calls to be at
or above FL200 at ABCDE. Center directed us to expedite
descent through FL200. If we did we would have been
through 20,000 feet well before ABCDE. I responded that
we were restricted to at or above FL200 at ABCDE. The
controller said, ‘I don’t give a rat’s you-know-what, I got a
photo mission at your 11 o’clock
FL200 I’m not talking to, and an
F-16 climbing to your 1 o’clock.
Descend and maintain FL190.’
I responded, ‘understand cancel
clearance to descend via the
STAR, cleared to descend to and
maintain FL190, expediting.’
The controller’s unprofessionalism
goes without saying. But more
importantly, there was an urgent
situation developing and the
controller didn’t know how to
handle it in a timely manner.
Ramp Rashness
As the air carrier industry has come under severe
economic pressures in recent years, ASRS has received
increased reporting of ramp incidents. The theme of many
such reports is that ramp crews may not be trained to
the standard of safe operating procedures previously in
effect. Here’s a report from a B757 crew that, because of
questionnable procedures by ramp personnel, narrowly
averted a potential inflight hazard.
n After pushback was complete and marshaller
disconnected headset, there was incorrect verbiage from
the pushback crew. Notification of the bypass pin being
removed was not received either visually or verbally.
The pushback crew was ordered to return to the aircraft
to re-establish communication with the cockpit. Proper
notification of the bypass pin was received and we were
waved off. Shortly after we were released and commenced
the taxi out, ramp personnel rapidly approached the
aircraft and directed us to stop. A ramp vehicle also
approached and two minutes later we were given the ‘all
clear’ and resumed taxi away from the gate. We called
Operations to find out what had occurred. We were told
that a lavatory service door was open. Had we not called
the pushback crew back for the bypass pin confirmation, we
would have departed with the lavatory service door open….
The high incidence of improper pushback procedures
is the norm at this airport. There seems to be a casual
attitude about the importance of complying exactly with the
procedure and verbiage. The number of these occurrences
were far less when pushbacks were conducted by trained
Maintenance personnel.
The Limits of Indifference
Some air carrier reports to ASRS call it “pencil-whipping,”
and others “pilot-pushing,” but by whatever name, nonstandard
Maintenance practices challenge crews to follow
up when they are uncomfortable. A First Officer describes
one such situation in which a Maintenance Supervisor
　
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