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the flight with the use of personal lighting equipment
and overhead lighting installed in the plane as the panel
lighting installed in [the] airplane was not functioning
properly. We started our descent...without incident. We
were cleared for the approach and told to descend to 6000
feet and report commencing the DME arc. It was at that
time that we both smelt and saw smoke coming from the
left side rudder pedals. We very quickly turned off all
electrical switches and I notified Approach Control that we
had smoke in the cockpit...Approach Control asked if we
needed assistance and if we were declaring an emergency.
I advised that...we needed to get down as soon as possible.
They immediately advised us that ZZZ was 6 miles east
of our position and cleared us direct...and report airport
in sight. At that time the student was instructed to fly the
plane and I would handle the radios and checklist...In the
descent to the airport the smoke did not intensify but rather
seemed to subside. The student handled the landing and
we landed safety without further incident...
The following day maintenance looked over the plane and
found evidence of faulty lighting wiring. It was this wire
insulation that had begun to melt.
In reviewing the situation I am proud of my student
and feel that we worked as a team in order to handle the
situation. Approach Control was very responsive and
provided timely assistance throughout the situation.
Best Animated Feature
This MD-80 cockpit and cabin crew were well
rehearsed for their roles in an “animated” postlanding
event.
■ After clearing [the] runway...After Landing Checklist
[was] called for and completed by the First Officer. This
included start-up of the APU and selecting bleed air
from it. Sometime after this, flight attendants called on
interphone accompanied by banging on the cockpit door.
First Officer answered interphone and I listened in. They
advised smoke of unknown origin in cabin. I turned off air
conditioning packs and APU bleed air and asked if they
could stand by, as we were almost to the gate. One stated
that we must get out now! In the background I could hear
lavatory smoke alarm chimes over the interphone. Just
about the same time smoke appeared in the cockpit coming
through the cockpit door. I stopped the aircraft on taxiway...
set brakes, ordered the cabin to evacuate, donned oxygen
mask and called for evacuation checklist. Somewhere in
the melee, the First Officer notified Ground of what was
taking place and to dispatch emergency equipment. After
completion of the checklist, I ordered the First Officer to
evacuate and I went to cabin for passenger check. Only
one flight attendant remained on board and we both went
down the L1 slide. No injuries were reported to me and 140
passengers were evacuated in about one minute. Textbook
[perfect] almost.
Post flight inspection revealed an oil leak in the APU
compartment that was then ingested into the air
conditioning system, causing the smoke.
326
I was extremely impressed by the professionalism and
quick response of our Flight Attendants, as well as my
First Officer in getting the aircraft on the ground as quickly
as he did...I believe the quick response from Dispatch,
the crew, onboard doctors, and ATC contributed to the
hopefully positive outcome for our passenger.
Best Performance in a Takeoff “Role”
The flight crew of a B737 was following the script
for a normal takeoff roll, with the Captain using
a Heads-up Guidance System (HGS) to monitor
V-speeds. But as the aircraft neared rotation speed, the
Captain had to improvise:
■ ...The preceding aircraft (a B747) departed from the
runway extension of Runway 32. We observed the long
takeoff roll of the aircraft (55-60 seconds from beginning of
the roll to rotation)...Nothing abnormal was noted on the
departure of the B747...Tower issued takeoff clearance for
our flight. The First Officer was flying and commenced the
takeoff roll shortly after clearance was received. Takeoff
roll was uneventful as we approached V1. I was monitoring
speed through the HGS (Heads-up Guidance System) to
make the appropriate call (V1/VR/V2) to the First Officer.
My eyes were focused at infinity through the HGS in order
to see the speed display and as we approached V1, I noticed
what appeared to be a black smudge on the runway. It
actually appeared to be just an area of heavier than normal
rubber on the pavement as is normal in the landing zones.
As I called V1 at 5 knots prior to V1 (SOP) and removed
my hand from the thrust levers, I realized that the black
　
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