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therefore meet the requirements of 14 CFR Part 61.
Canine Companion Notes
Animals shipped in an aircraft’s cargo hold are sometimes
quite unhappy with their traveling accommodations. A
ground crew member reports on the case of one very nervous
canine flier:
n  At ABC, a dog kennel was loaded in the forward cargo
bin. Upon arrival at XYZ, ramp personnel discovered that
the dog had escaped inflight. The dog was put back in the
kennel and shipped on to ZZZ. ZZZ Operations offload
message was “dog [in forward bin] escaped kennel, caution
when opening forward bin door.”
The dog had escaped again enroute to ZZZ. During the
flight, the dog clawed its way through the forward cargo
bin ceiling panel. Primary and secondary flight control
cables run immediately above this ceiling panel. It was
fairly obvious that the dog had made contact with these
cables by the dust and dirt that had been disturbed. No
damage was noted and no delay was incurred. Had this
flight been of longer duration, however, the dog could have
jammed these cables, causing possible loss of flight control
by the pilot.
In a callback conversation with an ASRS analyst, the reporter
stated that a defective kennel door latch allowed the dog to
escape. The reporter added that the ceiling panel was not
attached tightly enough to prevent the dog from clawing it
away from the ceiling. The moral of the story, for ramp
personnel and dog owners alike, is to double-check the
security of shipping kennels before the flight.
In the next report, “man’s best friend” apparently performed
well, but the human half of the dog/person team failed to
finish the job. An air carrier Captain reports:
n  Center called to say that a canine handler-in-training had
left a package of explosive material on board the aircraft, in
the [passenger seat] magazine holder. We found the package,
and, on arrival, I handed it over to the Captain of Security.
At the conclusion of the training session, the canine team had
been called away to another mission and had forgotten to
take their “training material” with them. The Captain was
able to determine that the explosive material was not a
hazard (fortunately!) unless it had a detonator.
Inflight separation of a B-757 over-wing emergency escape slide
n  Engine start and pushback routine.
Taxi clearance was hard to understand, and
we had to get a repeat. We were still not certain
of the taxi route due to unfamiliar terms and heavy accent.
It was only the second time at this airport for the whole
crew. I missed a turn…and decided to go straight ahead
and turn left on Taxiway XX to rejoin [the correct taxi
route]. This turn is deceptively sharp… I did not make
the turn wide enough and the left main gear exited the
taxiway and sank into the soft earth.
A tug pulled the jet back onto the taxiway, and, after an
inspection to determine that the aircraft was undamaged,
the flight departed—two-and-a-half hours late. The Captain
offers some thoughts on why this incident occurred:
· Company taxi charts are not clear–diagrams are too
small, directional arrows are hard to see, and very
difficult to interpret while taxiing the aircraft.
· The local controllers are hard to understand–they use
unfamiliar terminology and procedures.
· International ground school by company did not
prepare me for the reality of operations at this airport.
Although the reporter’s points may be valid, a flight crew
still needs to ensure that they fully understand the taxi
route, even if they have to ask ATC to repeat the
instructions. Tying up the frequency for a few extra
seconds is preferable to tying up the taxiway for a much
longer time.
Overseas Oversights
Air carrier pilots have company dispatchers and other
resources available to them for planning and executing
flights outside the U.S. For General Aviation pilots,
however, definitive information may not be right at hand.
Or, pilots may simply be unaware of the differences between
U.S. and foreign flight requirements, as was this reporter:
n  While on a ferry flight from the U.S. to France, I landed
in Reykjavik, Iceland. Upon departure, I was greeted by the
CAA [Civil Aviation Authority]—a ramp check. Come to
find out I need an overflight and landing permit for Iceland,
I must carry a copy of the aircraft’s insurance, and overweight
takeoffs are not permitted in Reykjavik, even with a special
ferry permit. I was unaware of these factors and did not
　
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