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yaw damper disengaged, the elevator trim inop alert
illuminated, and the elevator trim disengaged, along
with the autothrottles disengaging. With all these
cautions and their associated chimes, there was a great
deal of activity, including IMC almost immediately after
takeoff.
The SID calls for level-off at 2000 feet and 200 knots
airspeed. Well, we missed both of those. The airspeed
difference remained for approximately 20 minutes, then
went away, restoring all systems.
Cause: the aircraft had been waxed the day before, and
burned wax residue was found in the Captain’s pitot
tube on postflight.
Meticulous pre-flights are as important after a washand-
wax job as after maintenance work.
An air carrier Captain tells a harrowing tale of an encounter
with wind shear, and extends thanks to quite a cast of
behind-the-scenes actors:
We performed a normal takeoff. At approximately 800 feet
AGL, our airspeed dropped rapidly. At the same time, the
wind shear warning activated. I put my hand on the First
Officer’s hand and together we pushed the throttles all the
way to the stops. Even with the engines giving us everything
they were capable of, our airspeed hung at V2 plus 5 knots.
We used our available energy to arrest the descent, and then
evidently burst clear of the wind shear. The encounter lasted
maybe 20-30 seconds. The remainder of the flight was
uneventful.
The Flight Attendant did tell me she heard the wind shear
warning from her jumpseat, and she thanked me for getting
us out of the wind shear. It was not me that saved us. It was
our team working together.
n  Enroute, the Captain and I got into a political discussion.
It developed into a noisy argument, without our being aware
of it until the Flight Attendant [FA] came into the cockpit
and sat down quietly in the jumpseat. It was probably
because our bickering was audible through the door and was
becoming a concern to the First Class passengers. I am
thankful to the FA for being proactive in diffusing the
situation.
Kudos to the Flight Attendant for getting into the Crew
Resource Management loop. Now that national and local
elections are past, we expect not to see reports like this one
for a while.
Waxing Eloquent
Close Encounters... Of the Political Kind
“Assault and Battery of the Wind”
-William Butler Yeats
Reporters’ Words of Special Thanks
ASRS reporters often express their gratitude to controllers,
fellow crew members, and others for helping them avoid—
and sometimes survive—hazardous encounters and
experiences. In our first report, the First Officer of a cargo
jet praised the other flight crew members, and came to
appreciate the value of a properly-trained ground crew, after
the aircraft experienced a problem due to unsecured cargo.
n  At 6-8 degrees nose up, I felt the aircraft shudder and
begin to pitch up. At 14-16 degrees, the Captain and I
together were holding the yoke to the full forward position,
and the aircraft was beginning to lose airspeed and still
pitching up. The Captain initiated a left bank…and the
aircraft slowly began to increase in speed and decrease in
pitch…until ever-so-slowly, it began to become more
manageable.
Five pallets of cargo, a combined total of approximately
20,000 lb., had shifted aft two positions, damaging several
stringers and knocking 6 x 5 inch hole in the fuselage skin.
By pulling back the power, the Captain was able to pitch
down slightly, enough for [the Flight Engineer and me] to
move one heavy pallet forward and tie it into place. With a
shallow descent and a straight-in approach, the Captain was
able to land successfully.
Crew coordination was exemplary during this crisis. At one
point I thought we might not be able to regain control of the
aircraft. I would like to thank the crew for their diligent
efforts. We were able to avert a critical situation, due solely to
improper cargo loading and securing.
Flight safety truly is a matter of teamwork, requiring both
flight crew and ground crew to be well-trained and
conscientious in their respective areas of specialty.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
Number 210 December 1996
September 1996 Report Intake
Air Carrier Pilots 1760
General Aviation Pilots 770
Controllers 132
Cabin/Mechanics/Military/Other 46
TOTAL 2708
During severe weather conditions, airport management’s
　
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