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bottom of the wing without removing the plug. Tightened the jack
pad, seated the jack and started raising the aircraft at the same time
and rate as the others. As the aircraft started coming up and there
was some weight on the jack pad, the bolt that held the jack pad in
place sheared and the jack slid forward, puncturing a hole in the
bottom forward part of the wing.
We found that I failed to remove the jack pad plug from under the
wing. I have jacked other aircraft many times and this particular
time I got in a hurry and had other things going through my mind….
Number 359
‘Slip Slidin’
Incidents from ASRS
PULL
such as the latching of a seat, without verifying it…Secondly, I
think that this event shows that even with all the double-checks in
the world, unexpected and unwelcome things can still happen. I
presented this situation to my student as a practical application of
a power-on departure stall. We discussed the recovery procedure
as well as what was unique to this situation—if you are pulled from
the controls, release them—the airplane will return to its trimmed
position. In this case, releasing the controls would have effectively
been a ‘reduction in back pressure….’
Horns and Hollers
In the “no good deed goes
unpunished” category, here is a Mooney
20 pilot’s story of how attention to a young
passenger’s flight aspirations led to an embarrassing aftermath.
We began a sight-seeing flight…I had two teenage passengers,
one of which was wanting to become a private pilot. We flew
maneuvers and over familiar sites. [Later] I entered the left
downwind for runway. I noticed my young passenger was looking
at the actions I was taking with regard to prop, fuel, and trim, so
I began to explain what I was doing. As I was explaining, I called
to turn base and then final. I was [on] a little shorter final than I
would have liked, so I explained that I was slipping the plane to
lose a little altitude. At the time the plane was full rich, prop was
full RPM, and flaps were set. I then turned on the electric fuel
pump and became fixated on greasing the landing for my young
passengers. I noticed that my float distance was more than normal
but speed was good…In my mind I was maintaining a short field
landing proficiency, so when the stall horn went off I was so close to
the ground that I paid it no attention. Then I heard a second horn as
I throttled all the way back and thought that it was strange, but the
horn pitch was the same as the stall horn. Moments later I heard
the faint sound of the antenna dragging. It was only another second
or two and I realized what I had done…We slid down the centerline
and I turned the rudder to try to get us off the runway. Moments
later we came to rest just off the runway. I immediately turned all
power off and the passengers exited the plane quickly. The plane
sustained relatively minor damage to the underbelly.
Having now had an experience that I never thought I would have,
my advice would be to make the GA public aware of the devices
available that will give you a verbal command to check gear. For
a minimal amount of expense, you would not have to rely on the
interpretation of a horn. It is my personal opinion that such an
awareness would all but stop gear-up landings.
Our reporter was referring to a verbal gear warning system for GA
aircraft that can be heard in headsets or over the cabin speakers.
359
Wind, Rain, and Soap
Maintenance personnel may work
on aircraft inside hangars or shops,
or outdoors in extreme weather
including rainstorms, snow, and
icing. Having to work quickly
while still observing safety standards can be challenging. Here’s a
Technician’s report of how wind, rain, and soap combined to make a
tug’s movement treacherous.
 I pulled the B737 ai rcraft onto the hangar wash rack with a tug
and disconnected the tow bar from aircraft. I backed the tug up and
began to move out from the front of the aircraft between the power
cord cradle and the right forward portion of the aircraft. While
steering/guiding the tug/tow bar combination forward through the
normal exit path, my hand slipped on the wet and soapy steering
wheel which caused the tug to make contact with the right nose
landing gear door. The door required replacement per Aircraft
Maintenance Manual…
Contributing factors: wind, rain, and soap. The area in which to
remove the pushback tug from in front of a parked aircraft on the
wash rack is very limited. Poorly designed wash rack with limited
　
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