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the door. While circling over a large lake I examined the
Terminal Area Chart as well as looked for closest available
airport from the air. Seeing an airport about 8 miles to
my northeast, which in general layout and approximate
location appeared to be ZZZ, I contacted their Tower,
stated the nature of my emergency, and was cleared to
immediately land. As I approached the airport, ZZZ Tower
contacted me and asked my location, to which I replied
that I was on a very short final. They then asked me the
runway number that was visible, and I replied that it was
numbered ‘34.’ They then informed me that the runway
I was approaching was located at ZZZ3. Being at a low
altitude, approximately over the threshold and with an
unsecured door, and not having enough time to contact the
ZZZ3 Tower, I continued my landing and turned off at the
first available taxiway. I then contacted the Tower [and]
stated...why I had made an unannounced incursion into
their airspace and landing at their airport...It should be
noted that both ZZZ and ZZZ3 have very similar airport
layouts, ramp locations, runway alignments and are both a
similar distance north from the lake....
An Airbus air carrier flight crew reported that they had a
“very exciting three minutes” on short final.
■ Turning base to final to runway approximately 7 miles
from the runway we experienced multiple failures. I’ll list
the failures in order of receiving them. Our first failure was
an RA [Radar Altimeter] 1, ILS 1 and loss of Captain’s PFD
[Primary Flight Display] and ND [Navigational Display]
immediately followed by a blue hydraulic electric pump
failure. I handed off the airplane to the First Officer to fly
visually to the airport and land. After running the ECAM
[Electronic Centralized Aircraft Monitor] for the hydraulic
fault, we received an engine 1 generator fault. By this time
we were on short final and completed the landing checklist.
At about 500 feet we received a BSCU 2 [Brake Steering
Control Unit] fault and landed uneventfully. Taxied to
the gate and informed maintenance of our problems. Once
maintenance got on board and saw all the faults that were
generated, they proceeded to troubleshoot the problems.
All the failures were real and not just false warnings...It
was a very exciting three minutes, much more complicated
than a simulator ride. We really had no time to call for the
ASRS Alerts Issued in June 2008
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 21
Airport facility or procedure 13
ATC procedure or equipment 2
Company policy 2
Total 38
from A SR S
from AS RS
344
checklist as this would have taken us 30 minutes...Since we
were on approximately a 5-mile final, I felt that landing the
airplane was more prudent than breaking off the approach
and trying to troubleshoot our problems.
An ASRS callback to this reporter revealed that an
Integrated Drive Generator malfunction was the cause of
the multiple fault indications.
“Short Lake”
A short lake and a windy day were a treacherous combination
for a C172 float plane pilot.
■ While taking off from a lake I was forced back in the
water after takeoff by wind (downdraft). I aborted my
takeoff, shut down the airplane and hit the bank at the
opposite end of the lake. Nobody was hurt. The shore of the
lake is rocky and I put a tear in the bottom of my right float
and a dent in my spreader bar. After several attempts to
reach some help on radios, I temporarily repaired the float
and flew the plane back to ZZZ alone. I had no ferry permit
to do this. [Contributing Factors:] 1) Taking off from a short
lake on a windy day. 2) Not having a way to contact someone
from a remote location. 3) Not filing a flight plan. 4) After
being there several days I wanted to get home. 5) Being new
to this lake I misjudged the effects of mountain winds.
“Short Runway”
A late runway change to a short runway distracted a DC8-
71 flight crew on their approach.
■ While performing a high-speed descent, because of
being kept above a normal descent profile, we were given
an unplanned runway assignment for landing...This new
runway was short and as pilot monitoring, I worked with
the engineer to confirm the available runway length. I
noticed that the First Officer was in the descent mode on
the autopilot, ensuring an auto slow down to 250 knots at
10,000 feet and began to set myself up for the new approach.
I felt a sharp pull-up on the aircraft and looked up to see
330 knots at 9,000 feet.. The First Officer had gone to speed
　
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