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that the actions described by reporters may not
represent the safest responses to situations. Our
intent is to stimulate thought and discussion about
the types of incidents reported.
Situation #1: “There Was No Right Main
Gear in Sight” (GA Pilot)
■ This was a photo fl ight in a rental aircraft departing with
fuel to the tabs...There was a loud ‘clunk’ noise as I was
communicating with Tower. Instruments indicated everything
was normal (this included the gear-up light), and we were
unable to visually identify anything wrong externally. Noise
came from beneath us, but gear wasn’t extended, and we
had full fuel, so we proceeded as intended. Upon returning, I
extended the gear at 110 knots approximately 1500 feet over
highway...There was no green light, and there was no right
main gear in sight. I’m a CFI, so I sit on the right because this
is where I’m most comfortable. Also, for photo fl ights in this
aircraft, the left window can be opened fully for a camera.
I notifi ed Tower, did a low approach for their verifi cation of
the situation, and then began circling...Troubleshooting via
the POH [Pilot’s Operating Handbook] emergency procedures
failed to extend the right main twice. The photographer is
a low-time pilot, so we arranged the tasks in the cockpit...
Retracting and extending the gear showed that the right main
would extend most of the way, but would be pushed aft in the
wind, almost to full retraction (as confi rmed in refl ection of
open window). Pulling G’s failed...We had been in the air for
hours, so fuel was running very low....
What would you have done?
Situation #2: “The Trainee Got Caught Up
in the Heat of the Moment” (Air Traffi c
Controller)
■ At ZZZ airport, an aircraft landing Runway 4R was
instructed to go around due to traffi c on the runway, at
the same time a Runway 4L departure was just breaking
ground downfi eld. Control instructions were given to
separate these 2 aircraft by a trainee who was in the
process of briefi ng a relieving controller. The instructor
(me) gave the trainee instructions to avoid confl ict with
airport ABC ILS Runway 6 arrivals, however the trainee
got caught up in the heat of the moment and issued his own
instructions, which put the Runway 4L departure in direct
confl ict with the ABC ILS Runway 6 arrival....
What would you have done?
Situation #3: “Got That Bad Feeling”
(MD80 Captain)
■ Eleven nautical miles from Runway 22R intercepted
ILS Runway 22R, Approach then advised FOD [Foreign
Object Debris] on Runway 22R, expect to go to Runway
27R. Infl ight visibility about 7 miles in haze, early morning
sun. Approach gave initial heading to move to Runway
27R localizer. I told First Offi cer I had runway in sight, all
navigation instrumentation appeared to be appropriate. A
few moments later, I lost what I believed to be Runway 27R,
had the approach plates out for both runways and had
Runway 27R selected, but was on a sharp intercept angle
and after losing sight of what I believed to be the Runway
27R, got that bad feeling that too much was going on to be
comfortable. Unknown to us, the #2 VHF nav receiver (the
First Offi cer’s) had failed....
What would you have done?
Situation #4: “My Engine Called it Quits”
(GA Pilot)
■ We were on our way home, sailing along in the Bonanza
at 9,000 feet enjoying a clear sunny day and a nice 20-knot
tailwind...There was a continuous overcast layer far below
us but this was not a concern, until I thought I noticed
some very subtle variation in the RPM so readjusted it from
2400 back to 2300 RPM and tightened the locking ring,
but didn’t know why it had changed. I then did a routine
instrument scan and was shocked to see the oil pressure
gauge pegged at zero! I warned my wife (also a pilot) to get
ready for the engine to stop soon and advised Center of our
emergency situation. My GPS showed a small airport with
a 4,000 foot runway about 10 miles ahead. ATC confi rmed
this and cleared me direct to ZZZ (as though I had many
options) and began to advise of my relative position. About
that time, my engine called it quits...We glided easily to
above ZZZ but at 2,000-3,000 feet we were on top of the
solid overcast layer without any visual ground contact...
As I spiraled down over the fi eld, ATC lost radar and radio
contact with me so of course could not give me any further
situational help or keep up with what was happening....
What would you have done?
A Monthly Safety Bulletin from
　
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