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Big Clue: Maintenance Placard
An air carrier Maintenance Technician raised safety concerns about
flight and cabin crews who ignore “inoperative” placards – big
clues – on aircraft equipment items.
n Myself and AMT [Aviation
Maintenance Technician] #2
placarded the First Class
oven inoperative for a broken
operating handle. Per the
galley item and safety of the aircraft, we opened and collared
the circuit breaker and locked the oven in the closed position
and applied ‘Inoperative’ stickers. The following day…we were
accomplishing the interior inspection per the ETOPS [Extendedrange
Twin-engine Operational Performance Standards] program
and found ovens were in operating condition, but with the “Inop”
placards torn off, oven hot, circuit breaker closed, and broken
handle thrown on top of galley cabinet.
Retrain Flight Attendants to not ignore placards for safety reasons.
Flight crew ignored warnings, bypassed deferral and [reset] circuit
breaker to operate oven.
This reporter further stated that when unauthorized personnel reset
circuit breakers, overheating and possible electrical fires can result.
Clue: “I Tried to Turn on the Runway Lights”
A GA pilot missed an important first clue of radio problems
while on the ground, and encountered escalating problems after
becoming airborne.
n …After preflighting the plane, I prepared to take off for the
20-minute flight back to ZZZ1. No AWOS or ASOS was available,
Number 353 May 2009
INOPERATIVE
• Third, I was not prepared to
use my handheld in the dark.
Consequently, I have now ‘prewired’
and taped up the cords so
that if needed in the future, there
will be no mess to contend with…
Cue: The Nose Strut Was Extended
An Airbus 320 First Officer heeded tactile cues that all was not right
with a takeoff. After a return to the gate, the flight crew observed visual
cues that supported their decision to abort the takeoff.
n All preflight, engine start, taxi-out checks completed normally.
Final weights had the trim set at 38.3 (unusual aft setting). Once
takeoff power was added, I immediately noticed a strong nose-up
tendency, one which I have not felt…on the Airbus. I made a comment
to the Captain that something felt odd. With the control stick full down
in order to maintain directional control via the nosewheel, I elected
to accelerate a bit to see if relative flow over the horizontal stabilizer
would help alleviate the tail-heavy scenario. After about 70 knots, I
was hesitant to neutralize the stick as it gave the feel the nosewheel
was going to lift off the ground. An abort was executed around 70
knots. We cleared the runway and returned to the gate…
I discussed with the Captain how the aircraft felt and my concerns
of possible improper loading of the aircraft. I knew the Center of
Gravity was aft as the trim setting was 38.3, although within limits
on paper... After parked at the gate and exiting the cockpit, we began
noticing visual cues. With a [passenger] load of 3-83, the majority of
passengers were in the last 15 rows. Once on the ramp, we quickly
observed the nosewheel strut in an unusual extended position. We then
met with ramp personnel and reviewed the load manifest. We were
told by Lead Agent that the aft limit for this flight today was 1672
units and the aircraft was actually loaded to 1680 units. When queried
about the out-of-range number, we were told ‘there is slop built into
the limits.’ We moved 14 bags to the forward pit and some passengers
to First Class. After waiting for our brakes to cool and a visual
inspection by a Mechanic, we departed about 60 minutes later….
Viewing the aircraft with the nose strut in an extended position was a
major sign that even though on paper we were within limits, in reality
the aft Center of Gravity [limit] may have been compromised….
353
however, I had received a weather briefing a few hours before and it
was obviously a clear, no-wind evening…I expected to contact ZZZ2
[Class D] after departure for a clearance and a squawk code for
flight following back to ZZZ1. I attempted to transmit my movements
on the CTAF while taxiing and taking off at ZZZ. There was no
other traffic in sight, so I was not surprised to receive no response.
However, when I tried to turn on the runway lights via PCL [Pilot
Controlled Lighting], nothing happened. This should have been the
first clue that the problem was with my radio. Instead, I assumed the
lighting system was not working, so I proceeded to take off using
　
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