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Seasoned pilots may develop their own repertoire of
handling techniques to deal with aging aircraft. Not all of
these techniques may be safe, especially if they lead less
experienced crew to ignore Standard Operating
Procedures. An incident involving a Captain “on the roll”
in a DC-9 illustrates:

At the initial power application for takeoff from Runway
23L, the takeoff warning horn sounded. Captain reduced
thrust and wiggled flap/slat handle. The horn silenced and
flaps [were] verified in 5º extension by indicator, slats
indicated extended by blue “slats extend” light. Takeoff
continued. [We performed a] maintenance write-up on
system at destination airport.
One-Size-Fits-All Maintenance Problem
In the past year several incidents have been reported
to ASRS in which Boeing 737-100 and -200 wheel
bearings were incorrectly installed on the series -300
aircraft. Now here’s a Captain’s report that describes
the installation of a B-757 wheel bearing on a B-737-
300 wheel – with potentially catastrophic results:

Shortly after departure from Runway 34L the Tower
controller informed us we had lost a wheel on the
takeoff. In a very short period of time we were told we
had lost either the right outboard main gear wheel, the
right inboard main gear wheel, or even both right main
gear wheels. I elected to stay in the local area and
reduce fuel to an acceptable level (weight) for landing.
The B737-300 does not have fuel dumping capabilities.
Since I did not know the integrity or even existence of
the remaining wheel on the right side, I wanted to
reduce the aircraft weight as much as possible for
landing. We held outside the [airport] area for two
hours. I realized that if we held for an extended period,
we would be making an emergency landing, and quite
possibly a passenger evacuation after sunset. With this
consideration, I held until the time we could make a
low pass, get a visual inspection from the Tower and
return for landing just prior to sunset.
The low pass was conducted and the ATC personnel, as
well as company mechanics, reported the right outboard
wheel was intact, the inboard was missing. After the
visual inspection, we returned for landing… The
approach and landing were uneventful… The aircraft
was towed to the maintenance hangar where it was
discovered that the main wheel bearing on the right
inboard wheel had failed. The wheel departed the
airplane, leaving the axle and the brake assembly intact
on the landing gear... There was absolutely no
indication on the takeoff roll that the wheel had failed.
In fact, when the errant wheel was located, it too was
intact and even still inflated.
The B-737-300 wheel apparently will accept B-737-100,
200, and B-757 bearings and look like a correct
installation. The underlying problem is that part
numbers are on the bearing race are normally covered
with grease. Unless maintenance technicians take time
to verify the B-737 part numbers, the wrong bearing
may be installed on the wheel.
ASRS will immediately
begin contacting pilots who
report runway incursion incidents
that fit these criteria to request their
voluntary participation in a telephone survey (“structured
callback”). Reporter participation in the survey is
strongly encouraged.
All personally identifying information (names, company
affiliations, etc.) will be removed before the ASRS
research data are given to the FAA.
How the Interviews Work
Pilots who experience runway incursions may participate
in the ASRS study by reporting their incident on a NASA
pilot reporting form obtained from their company, a Flight
Service Station, or from the ASRS web site (http://
asrs.arc.nasa.gov/ forms_nf.htm). ASRS will contact
reporters to solicit participation in the study, and set up
interview appointments.
The telephone surveys will last 45 minutes to 1 hour.
Reporters will receive their ID strips back–with no record
of their identity retained by ASRS–as soon as the
interview is complete.
ASRS will provide a de-identified summary of the data
collected to the FAA for its use in developing runway
incursion prevention measures.
FAA Partners in Safety
The FAA is currently giving high priority to a number of
education and training initiatives as part of its Runway
Safety Program. More information on these initiatives is
available from the FAA Runway Safety Program web site
at http://www.faa.gov/runwaysafety/.
The FAA is being joined in its safety efforts by a number
　
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