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The Offi ce of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
May 2008 Report Intake
Air Carrier/Air Taxi Pilots 2762
General Aviation Pilots 883
Controllers 120
Cabin/Mechanics/Military/Other 409
TOTAL 4174
ASRS Alerts Issued in May 2008
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 17
Airport facility or procedure 10
ATC procedure or equipment 3
Company policy 1
Total 31
Situation #5: “I Smelled Something
Electrical” (Flight Attendant)
■ After about 3 to 5 minutes from takeoff, I smelled
something electrical...I called the cockpit and explained the
smell, and told the Captain I would call him back in seconds
if it got worse. At that time, I looked back in the cabin and
passengers were complaining of a bad odor...I also noticed
a smoke or haze slowly fi lling up, in no particular area. I
immediately called back to the cockpit and...told him I was
going to locate the haze. When I was at my interphone I
noticed that the fl oor by my jumpseat was getting very warm
and at the same time the smoke alarm in the lavatories
started ringing....
What would you have done?
The Rest of the Story -
Our Reporter’s Actions
Situation #1: “There Was No Right Main
Gear in Sight” (GA Pilot)
■ A pilot on the ground relayed a story to us...about a
successful extension using the towbar...I tried twice to extend
the right main by hooking the bar around the leg in slow
fl ight, but only moved it forward approximately 6-8 inches...
We agreed we’d try once more to extend the gear, and then we
had to land.
The photographer got on the fl oor in the back seat, I moved to
the left front seat, pushed the right seat full forward, and the
photographer wrapped his legs around the bars of the back
seat before extending part of his torso out the door to use a
combo of the towbar and his hands. The green light suddenly
went on, and the gear warning horn stopped. I returned to
the right seat, and elected to land at ZZZ for the long and
wide runway. The towbar and hands had been able to lock
the gear in place. We landed cautiously at ZZZ without any
problems. The photographer did this because he’s hung out
of helicopters for photos many times. All attempts (except G’s)
were performed at MCA [Minimum Controllable Airspeed] of
40-45 knots.
Situation #2: “The Trainee Got Caught Up
in the Heat of the Moment” (Air Traffi c
Controller)
■ I was able to call the [direct] line...and advise Approach
Control as to the pending situation at which time they
turned the ABC arrival away from the ZZZ departure...The
trainee who was providing a position relief briefi ng at the
time of this incident was unable to respond to his trainer’s
instructions to resolve this confl ict. While I (trainer) was
343
aware of the situation and giving instructions to the
trainee, I did not have override capability as the relieving
controller (who was unaware of the pending situation,
due to the fact he had just plugged in), was plugged into
the jack that would have given me the chance to issue the
proper control instructions.
Situation #3: “Got That Bad Feeling”
(MD80 Captain)
■ I was getting confl icting information and nothing made
any sense which made me try to scramble to mentally
resolve what was going on. We had switched to the Tower
Controller. He was doing a good job of giving me several
headings to try to steer to fi nal to salvage this, but I fi nally
did the right thing and told the First Offi cer to advise the
Tower we were going missed approach.
I showed very bad judgement in calling the airport in sight
so early in marginal visibility. Years ago, the fl ight manual
stated that a visual approach should not be accepted unless
it is judged as ‘safe as [an] instrument approach.’ That is
still good advice. I give myself a ‘D’ for the bad judgement
that put me in that situation of my own creation. I give
myself an ‘A’ for declaring a missed approach early. We
never got below 3,000 feet MSL and were 5 nm from airport
when I blew the approach off and did the right thing. Good
lesson learned.
Situation #4: “My Engine Called it Quits”
(GA Pilot)
■ The GPS was able to tell me exactly where the airport
was below the clouds and allowed me to stay over it. We
broke out of the clouds at just 600-700 feet directly over the
middle of the fi eld and were able to execute a successful
　
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