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checklist was quickly completed as I thought this might
help the situation in the back of the plane, and the co-pilot
aggressively turned the plane towards ZZZ and descended
with full speed brakes.
Given the information I had received so far, I believed the
safest course of action was to treat this emergency as an
infl ight fi re. There has been an emphasis on the smoke and
fi re scenario over the years in the company’s initial and
recurrent training programs. Establishing and maintaining
communication with the back of the aircraft is critical.
With the copilot fl ying, I attempted to talk with the crew
in the back of the plane. The static was overwhelming and
made the use of the interphone nearly impossible. I turned
to my jumpseater and asked him to work the interphone,
PA’s, and get me whatever info he could concerning our
situation...I turned my attention to getting the aircraft
on the ground. We received vectors to an ILS. All normal
checklists were accomplished...The fl ight crew performed
their duties wearing full-face oxygen masks...I chose to
have my copilot fl y the approach and landing, so that I
could continue to monitor the situation in the back, as well
as continue briefi ng what I planned to do after landing.
There was so little time, and I wanted to be sure everyone
knew what to expect, and what was expected of them...
The jumpseater assured me that the passengers had
been instructed to stay in their seats until they received
instruction from the crew. The rest of the plan was for
him to leave his seat as soon as the aircraft was stopped,
quickly ascertain the situation, and essentially be my eyes
and ears again. I had no interphone for communication
with the cabin. The First Offi cer’s landing was excellent.
After stopping on the runway, the jumpseater provided
me with the information I needed to decide an emergency
evacuation would be unwarranted...The fi re crew examined
the aircraft and informed us there was no sign of smoke,
fi re, or damage. We then cleared the runway....
350
was lost. Seconds later all electrical power was lost,
resulting in failure of the...turn coordinator and digital
tachometer. My instructor assumed control of the aircraft,
immediately initiating a climbing right turn to...an
altitude of between 4,300 and 4,700 feet MSL, our last
known VFR on top altitude. I then contacted TRACON
with a cellular telephone and apprised the controller of our
plight before losing reception. My instructor concurrently
discovered the ammeter indicated zero. After evaluating the
situation, we decided our best option was to head toward
the last known VFR conditions...Thus we initiated a turn
towards a southeast heading. Shortly after commencing
the turn, suffi cient charge was accumulated...to permit
radio communication. Approach then provided radar
vectors through the clouds. We broke out at approximately
900 feet MSL and 1 sm from the threshold and landed
without incident. Subsequent pilot inspection of the aircraft
revealed that the alternator belt was missing.....
Best Ensemble Cast Performance
An experienced B767 Captain, capable First Offi cer,
and responsive cockpit jumpseat rider teamed up
to transform a critical fl ight emergency into a safe
landing event.
■ Passing over ZZZ at FL240, we heard a thump
immediately followed by a signifi cant pressure change
in our ears. I immediately looked up to the tiny cabin
pressure gauges to see if we were losing cabin pressure...
My jumpseat rider was thinking the same thing as we
both simultaneously leaned over the center console and
looked up at the gauges. It was apparent we were not losing
pressure, and queried each other as to what we thought
the noise and pressure jolt might be. At the time we got a
‘BODY DUCT LEAK’ EICAS message. The First Offi cer
was fl ying and I opened the QRH to the body duct checklist.
During this time the cabin call chime was ringing, but we
were not able to hear anything over the interphone. Within
seconds, there was rapid and loud pounding on the cockpit
door. My jumpseater asked permission to open the door,
which I granted. The fl ight attendant said there was a lot
of smoke and debris in the aft cabin, and it looked like
In March 2007, with the support of FAA funding, ASRS
began an analysis of Wake Vortex Encounter incidents
reported to the program. The purpose of the study is
to provide the FAA with the details needed to fully
understand wake vortex hazards and the factors that
contribute to them.
Pilots and controllers submitting an ASRS report on wake
　
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