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doubts I have.
Listen to the Solo
This MD80 Captain’s “little voice” was not in harmony
with the chorus, but it was the only one singing the right
tune.
■ During pushback from the gate, we heard a loud bang
followed by our aircraft moving backward faster than the
pushback vehicle…. We were instructed to apply brakes
slowly by ground personnel as we had become
disconnected inadvertently. After bringing the aircraft to a
slow stop, I set the brakes. The ground crew informed us
that the tow bar had disconnected, but we were now free to
taxi out. Only on my insistence to inspect the nose gear
assembly did personnel discover that the pin that holds the
towbar to the nose wheel had broken apart and was still
attached to the aircraft. Maintenance was then called out
to the aircraft to remove the pin from the nose gear
assembly. Good lesson in expecting the unexpected during
pushbacks and always using that little voice in the back of
your mind that’s telling you something might be amiss,
even when others say everything is OK.
The Voices of Spring
On mild days in the spring
and early summer, the air is
filled with the sounds of
birds, frogs, and occasionally
a little voice saying,
“Something’s not right.” As
the people who submitted
these ASRS reports found,
you can brush off the birds and forget the frogs, but
it’s a good idea to listen to the “little voice.”
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 295 April 2004
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/
ASRS Recently Issued Alerts On… March 2004 Report Intake
Air Carrier / Air Taxi Pilots 2473
General Aviation Pilots 901
Controllers 44
Cabin/Mechanics/Military/Other 115
TOTAL 3533
MD80 loss of cabin pressure
ERJ135 loss of rudder control
Northwestern U.S. airport approach path obstacles
B757 shattered windshield due to electrical overheat
Southern U.S. airport similar sounding approach fixes
A Blown Opportunity
This instructor pilot missed an opportunity to
demonstrate the right time and place for a go-around.
Instead, both pilots got a deflating lesson about Newton’s
First Law of Motion.
The Go-Around Decision
In two reports from air carrier flight crews, the landings
worked out OK, but the pilots were professional enough to
realize that similar circumstances may not always have
the same result.
■ ATIS reported a 2,900 foot ceiling and nine miles
visibility.... We were in IMC at 6,000 feet and expecting an
eight to ten mile final.... We were given a base turn and
descent to 4,000 feet, then 2,000 feet. I realized we would
be high and because of the early turn, deployed speed
brakes to expedite the descent. The controller stated we
would get the airport visually at 2,900 feet as we were
descending through 3,000 feet. The Captain told the
controller we were still in IMC and the controller said he
would vector us through the Localizer to help us get down.
We leveled at 2,000 feet and were slowing when we got
turned back to the Localizer and we acquired the runway
visually. We were cleared for the visual and began
configuring while switching to tower about two to three
miles from the field at 2,000 feet. We configured to flaps 40
degrees and landed within the first third of the runway
and made the last turnoff. We were configured at 1,000
feet, but power and stabilized approach criteria were not
met at 500 feet (on speed, spooled up, and on glide slope). I
should have gone around! In hindsight, we got slam
dunked and were behind the aircraft. The controller said
we would get the field at 2,900 feet, but we barely got it at
2,000 feet. When we cleared the runway, Tower said that
Approach apologized for the close-in, high and tight vector.
But, we allowed ourselves to be pushed into a corner and
then didn’t make a go around as required. Stupid. Both
the Captain and I allowed our own judgement (that we
could make the landing) to override our training which
called for a go around.... When we got the close-in turn, we
went into “do what we have to in order to make it” mode
and lost sight of company stabilized approach criteria....
■ During the approach we had visual contact with the
airport. At about four miles the runway was in sight.
There was no turbulence or rain. Tower advised that there
　
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