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carb heat. After following these procedures, I had to
make an off-airport emergency landing in a farmer’s
field. Pilot and passengers suffered no injuries… I
believe a bag of candy sitting over fuel shutoff valve on
floor between seats may have inadvertently shut off or
restricted [fuel] flow in some way. However, fuel valve
was ‘on’ when checked during restart procedures.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
Number 255 November 2000
ASRS Recently Issued Alerts On…
CL-65 inflight windshield failure
A-300 uncommanded rudder movement at FL350
Mechanics’ misinterpretation of Piper gear kit instructions
A runway signage problem at a major East Coast airport
RB211 engine spinner fairing cracks found on two B-757s
September 2000 Report Intake
Air Carrier / Air Taxi Pilots 2236
General Aviation Pilots 623
Controllers 106
Cabin/Mechanics/Military/Other 183
TOTAL 3148
Wake Vortex Hazard at Cruise Altitudes
Wake turbulence is commonly associated with Terminal
Area arrival and departure operations. However, ASRS has
received several recent reports that describe wake vortex
incidents at cruise altitudes, with 10 miles or more in-trail
separation between the involved aircraft. All the incidents
appeared to occur in smooth air with little, or no, wind.
More from the flight crew of a Fokker-100:
Just prior to leveling off at FL330 – at about FL32.7 we
encountered moderate to severe rapid and instantaneous roll
reversals and turbulence. We were in perfectly smooth air
with no [FMS] wind and not anywhere near the jet stream as
forecasted. We were about 17 NM in trail with a Heavy B-
767 that had previously overflown us in his faster climbout
and speed capability. We immediately requested and received
clearance to FL290. All systems and controls were normal.
We strongly…suspect that in the calm air, this heavy
aircraft’s vortices do not descend very fast – if at all – and at
17 miles in trail are only about one and on-half minutes
behind.
I recommend that all Operator’s Manuals be updated to
reflect this wake vortex behavior at altitude in smooth air,
which is very similar to their behavior in smooth air at low
altitude with anticipated separation…
A similar report was filed by a First Officer of a North
Atlantic flight, whose descending aircraft may have caused a
wake vortex problem for a climbing B-767:
…While in [North Atlantic] airspace, [our] MD-11 aircraft
was cleared from FL350 to FL340. The position was…10
miles ahead of [a] B-767 flight. [We] received a radio
message from the 767 flight. It reported that it “almost rolled
over” from the wake turbulence encountered at FL340. The
767 reported a slow roll to the right (15°) followed by a snap
roll to the left until the pilot disconnected the autopilot and
applied opposite control forces. The maximum bank angle
was 30°.
The 767 aircraft was climbing from FL330 to FL350 and
became destabilized at FL340. Aircraft separation was 10
miles in trail. Both aircraft were in radar contact. The 767
was flying at Mach .80… The MD-11 airplane flew at FL340,
Mach .82.
The North Atlantic Minimum Navigation Performance
Specifications (MNPS) implemented in March 1997 provide
1,000 foot vertical separation for aircraft between FL340 and
FL390. If a revised ATC clearance is not possible for wake
vortex avoidance, the pilot may establish contact with the
other aircraft on 131.8 MHz, and one or both aircraft may
initiate lateral offsets not to exceed 2 NM from the assigned
route(s) or track(s). Offsetting aircraft are expected to notify
ATC of their actions as soon as possible. ATC will not issue
clearances for lateral offsets on its own initiative. Pacific
Region vertical separation minima are specified in FAA
Notice 7110.218, effective February 2000.
The Case of the Phantom Load
ASRS recently received several flight crew reports of
interest describing a widebody jet that thought it was
airborne – while still on the ground. More details from the
First Officer’s report:
We were scheduled to fly a charter flight… We eventually
arrived at the aircraft [in early morning hours]. I performed
the external aircraft preflight. When we approached the
aircraft, the freight was in the process of being off-loaded
from the main cargo deck. It was noted that there was no
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