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hazmat discovery in-flight:

While VFR returning to U.S. from Canada, I was sole
occupant of my C-172. After approximately one hour
enroute I smelled smoke. After several attempts to locate it
Command and Control
A delicate dilemma faced by instructors in operational
training situations is deciding how far to let a student go.
If an instructor is too conservative, the student may never
learn the full range of skills needed. Too casual, and the
student may be placed in situations beyond his or her
ability to cope. An air carrier instructor explained to
ASRS why being mentally prepared to take control from a
student was not enough.

I have been a line check airman for my airline for
12-1/2 years. On this flight I was giving IOE [Initial
Operating Experience] to a new hire with no previous jet
experience. It was our first leg together, and his first leg
since simulator training. We thoroughly briefed our visual
approach to runway 12, which is served by a VOR
approach (no electronic glideslope). We discussed
appropriate power settings for our flap 40° approach and
landing. Approach was well flown from 1,000 feet, at
which point we were fully configured and on speed.
Weather at the time was wind 090°/8 knots, good
visibility. We acquired the runway 6 miles out.
All indications were perfectly normal until 150 feet AGL,
at which point our airspeed dropped 3 to 4 knots below
target. I commanded “Add power.” The First Officer
added a small amount of power. I again commanded,
“Add power,” at which point the First Officer added only a
slight amount of power…[and] relaxed back pressure on
the yoke, allowing the aircraft nose to drop. At this point I
took control, adding a lot of power and attempting to flare
the aircraft. Our full airplane (landing weight 137,500
lbs.) hit hard on the main gear and bounced. I effected a
recovery and continued the landing rollout. On arrival at
gate we inspected the aircraft and discovered that the
tailskid was heavily damaged. An additional area of
lower fuselage forward of the tailskid was also damaged.
I [will] make a point in the future of discussing some of the
basic differences between jets and turboprops regarding
landing technique for students whose background does not
include jet aircraft experience. While I was mentally
prepared to take control (as I always am during a new
student’s IOE), the unexpected relaxation of back pressure
worsened the situation too quickly for me to avoid the
outcome.
The reporter added that the geometry of the involved
aircraft is sufficiently different from previous models
(longer and more vulnerable to tail strikes) as to
mandate trainee landing and takeoff experience in the
simulator.
The Best Laid Plans
Everyone’s heard of the golfer who was all backswing and no
follow-through. A distant relative may be the pilot who
dutifully engages in preflight planning and activities, but
loses sight of details and contingencies. Several ASRS
reporters describe flight preparation omissions that put
them “in the rough”:

The purpose of the flight was to fly formation with
another aircraft and take photographs of my [antique]
aircraft for a magazine cover. Because this is not the type
flying the pilot of the other aircraft and I regularly do (close
formation), we methodically and carefully briefed the flight
along with the magazine’s photographer (who was
experienced at this) and my safety pilot/observer. We briefed
the “rules” for the formation, communications, hand signals
and each crewman’s particular duties. The lead pilot was to
fly a steady course and altitude as requested by the
photographer to get the desired sun angle and background.
I, of course, never took my eyes off the lead and the
photographer coached my position with a combination of
hand signals and radio communications
My workload was high but all was going well as we flew over
the unpopulated hills at about 500 feet AGL. As we
approached a ridgeline my observer said, “there’s a housing
tract ahead we shouldn’t fly over.” I remained concentrated
on the lead and suddenly we were flying very low over some
very expensive homes. I immediately broke away from the
lead but that maneuver took my aircraft directly over the
heart of the housing tract at about 300 feet AGL. Oh [@#%*]!
My antique airplane has 3-foot high NC numbers on the
bottom of the wing too! I rejoined with the lead and radioed
that there’d be no more of that and he said that the
　
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