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■ During climbout...
we were in heavy rain
and massive St. Elmo’s Fire,
lots of lightning and moderate
chop/turbulence. We were climbing
through FL270 and doing 270 knots
with the autopilot on. After several minutes of
this there was a strong burning smell in the cockpit. I had
experienced this before in the 757 during St. Elmo’s Fire,
but the copilot hadn’t.
The smell got stronger and then the Captain’s airspeed
indicator indicated about 120 knots. Then my altimeter
failed.... We then got a ‘rudder ratio’ and ‘mach speed trim’
warning on the EICAS [Engine Instrument and Crew
Alerting System]...More electrical instruments seemed
to be failing or giving false information on my side and
the problem was spreading to the co-pilot’s side. There
were more EICAS warnings than we could read. Then the
autopilot did a pitch up of over 10 degrees....I disconnected
the autopilot. We declared an emergency to return to ZZZ.
The problem [was], the radios seemed to have failed. On
standby instruments, I slowly turned back to ZZZ...
After repeated calls, the radio started to work...An
emergency was officially declared...During this time,
instruments were starting to come back, one by one. The
burning smell was also going away...All warnings started
to go away and everything worked normally...We landed
overweight...The landing was extremely smooth on a very
wet runway...
It is my understanding (unconfirmed) that maintenance
found nothing wrong with the aircraft. The only
explanation that either I or the copilot can come up with
is that there was a massive static buildup/discharge or
lightning strike that temporarily knocked out most of
our electrical system. There was no loud bang or sound
normally associated with lightning strike or static
discharge...
The Flying Visor
The moral of this startling tale is to make sure visors
are snapped onto their rails, in case the aircraft hits
turbulence.
■ ...While flying into sunset, visors were put up to block
setting sun. Hit turbulence, and a visor fell onto the control
panel aft and to the right of the throttle quadrant. The
visor fell with force across the aft cargo fire bottle arming
switch, and then hit the discharge switch (guarded). The
force of the impact distorted the plastic guard sufficiently
to discharge the aft cargo fire bottle! The arming switch
was then un-armed. The halon retardant must have vented
overboard, as there was no residue in cargo or luggage,
and the two animals being transported appeared fine.
Company maintenance and dispatcher were notified.
A Monthly Safety Bulletin from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
August 2006 Report Intake
Air Carrier/Air Taxi Pilots 2113
General Aviation Pilots 878
Controllers 126
Cabin/Mechanics/Military/Other 420
TOTAL 3537
ASRS Alerts Issued in August 2006
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 3
Airport facility or procedure 2
ATC procedure or equipment 5
Maintenance procedure 3
TOTAL 13
from ASRS
Uncanny
“The Dreaded Call”
An American Yankee pilot inbound for landing gave the
Tower an incorrect position report. But that was not all:
■ ...Also, unknown to me, my Mode C reported 100 feet
when I was at 2,000 feet. Based on this info, the controller
thought I was a police helicopter that he had on his radar
screen. He gave me vectors that were meant to take me to
Runway 25L, but since I was not where he thought I was,
his vectors lined me up for Runway 34L. When I was on
short final I...offered to go around. Tower concurred and
gave me...[turns] which put me on downwind for Runway
25L. At this point, I became reoriented...and landed
without further difficulty.
Then came the dreaded call: ‘Call the
Tower after you shut down.’ I called the
Tower and had a talk with the Tower
supervisor...He was very nice, and told
me to be careful. Contributing factors: 1)
situational awareness (reported wrong
position); 2) transponder gave wrong
altitude, confusing the controller and
adding to his stress level.
322
Meet the Staff
Gary Brauch
Gary Brauch, a new member of the ASRS analyst staff,
insists that he doesn’t have a nickname (“no tactical
callsigns”). Otherwise, he fits in perfectly with ASRS’s
lively analyst group. Gary is being trained to perform
　
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