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final analysis on a variety
of ASRS reports, especially
reports involving widebody
international operations,
where he has depth and
diversity of experience.
Before joining the ASRS
staff, Gary spent almost
39 years with United
Airlines flying a wide
variety of equipment:
the DC-6, Convair, DC-
8, DC-10, B727, B737,
B747 (3 models), B757, B767, and B777. During this
time he was also a member of
ALPA’s Professional Standards
Committee.
Gary is definitely a man on
the fast track. Once a month
he races his silver Ferrari
at race tracks in California,
including Sears Point and
Laguna Seca. We’re still
trying to catch up with
him long enough to say:
“Welcome aboard, Gary!”
Dreaded Dilemmas
Dread is a feeling of trepidation and alarm that
knots the stomach and stretches its icy fingers into
every pore – an emotion well known to some ASRS
reporters, judging from their reports. And what
dreaded dilemmas do our reporters describe? Here
are some examples drawn from the ASRS database.
“The Dreaded Scraping Sound”
For a helicopter pilot transitioning to fixed wing aircraft, a
‘grease-on’ landing brought a dreaded realization in its wake:
■ Previous flight experience [was] all on fixed gear
[aircraft]. This was a new aircraft/new field situation...
I slowed the aircraft to 120 mph about 12 miles out and
in my mind put the gear down. Descended to circuit
height. Joined 45 degrees to downwind. Did GUMP checks
(obviously poorly). Convinced gear was down, but did
not check properly. Turned final...failed to do final gear
check. Didn’t hear gear horn...Was wearing helicopter
headphones. Did a “grease-on” landing with slight stall
warning. Totally shocked to hear the dreaded scraping
sound!!
No doubt [that this was] pilot error...Must do “touch
it” GUMP checks. Must get into a “grooved” procedure.
Thankfully I was the only person on board and [was] not
hurt...
“The Split Second Decision We All Dread”
The Captain of a Regional Jet faced a split-second decision
in which training and instinct played an equal part:
■ Takeoff on Runway 6 was normal until about 100 knots
when a momentary pull was felt accompanied by a barely
audible “pop.” I aborted the takeoff at about 110 knots.
Suspecting a tire problem, I maximized reverser thrust and
used moderate braking. The First Officer called the Tower
with the abort...I elected to pull off the runway and park
away from the gate to allow the brakes to cool. CFR (Crash
Fire Rescue) was dispatched automatically and after being
consulted, was dismissed...Seeing that the right inboard
main tire was flat, I called Operations for assistance...
Maintenance...noted that the right main inboard hydraulic
line attach fitting was found loose and that this was known
to lock up the brake...
Company policy is to continue the takeoff when above
100 knots unless the airplane is deemed unsafe to fly.
My decision to abort was based on the possibility of not
reaching the V speeds (V1 equals 129 knots), having
about 7,000 feet [of runway] remaining to effect a safe
abort (10,000 foot runway), and a relatively light airplane
(48,000 lbs.).
The First Officer’s report of this incident added:
■ I think the Captain did an outstanding job with
minimum time to ascertain whether the aircraft was
airworthy or not. This situation is the split second decision
we all dread.
Reminder to
CALLBACK readers,
subscription for the
CALLBACK E-mail
Notification is available at:
http://asrs.arc.nasa.gov/callback_nf.htm
Number 323 November 2006
A “trap,” as ASRS
reporters use this
term, is an undesirable
circumstance or outcome
from which escape is difficult. In
almost all cases, the trap is self-made.
A pilot may not have reviewed charts and
is involved in an airspace incursion. Pilots talking
to ATC sometimes hear what they “expect” to hear
and become involved in unintended surface and
airborne incidents. Maintenance technicians may
not check parts catalogs adequately, and fail to
install required washers and spacers. A pilot becomes
fixated on cockpit duties and may fail to comply with
ATC instructions. Yet another pilot engages in scudrunning
and succumbs to the urge to “get home.”
These “classic” traps are those that are well-known
to ASRS analysts and have been reported to the
　
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