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the aircraft to reach a 60-degree bank before recovery
in attempt to comply with ATC request for a “tight
360.” Did not complete 360° turn. After recovery from
unusual attitude, rejoined localizer to airport,
switched to local advisory service…without properly
canceling IFR clearance after entering VFR conditions.
The pilot listed contributing factors in the
continuation to his report:
• Pilot was fatigued after 6 hours of flight and
attack of shingles.
• Pilot should have refused ATC request for a
“tight 360.” (I question the wisdom of 360° turns at
night during an ILS approach at any time.)
• Recovery was delayed by not being on critical
instruments while attempting to get Flight Director to
make the 360 and not lose positional awareness
relative to ILS course.
• Recent experience not adequate for 360’s at night in
IMC.
The reporter had flown only a few hours in the last
90 days before the incident occurred. In hindsight, a
safer response would have been to inform ATC,
“unable 360.”
Insect Asides
Insect infestations and their associated safety hazards
are not limited to smaller aircraft parked outdoors.
They can also pose a problem for commercial passenger
and cargo jets. An MD-80 Captain’s report offers a
contemporary version of the ant-and-grasshopper story:
Arrived at aircraft [and] was informed by ramp
personnel that there was cargo in the forward belly that
was infested with ants. Examined [the cargo hold]
myself and found the floor and walls of the cargo area
crawling with ants and concentrated around a shipment
of live crickets. Entered in aircraft logbook.
Maintenance came out and some spraying was done and
appeared to kill all visible [ants] though there were still
some present. Maintenance sign-off was for set-up of
future fumigation. Asked maintenance supervisor if he
could assure me that the infestation was such that ants
would not get into the aircraft wiring and cause a
problem enroute. He could not, and I refused the
aircraft. There were too many unknowns.
The effect of insects on equipment is not an idle
concern, as demonstrated by another aircrew’s “buggy”
experience. The First Officer reported to ASRS:
On initial takeoff roll the Captain had trouble
setting the power using the EPR gauges. I assisted and
we got the EPR setting to stabilize on the bug settings. I
then noticed the N1 rotor speeds all read about 85% –
normal takeoff power readings are 95%. I brought this
to the Captain’s attention and he aborted the takeoff.
Our speed had topped out at 75 knots during our initial
roll. We returned to the ramp and wrote up the
anomalous engine readings. The next day our
mechanics told us they had removed a large amount of
insects and related material from the tubes and lines
associated with the probes that provide the pressure
readings for the EPR gauges. We also found out at that
point that the airplane had sat several days without
engine covers or plugs. I believe this whole incident
could have been avoided if procedures regarding longterm
aircraft parking had been followed.
A Smoke Alarm Sounds on Short Final…
A DC-9 Captain reports an aircraft emergency that was
handled well by the cabin and flight crew but has
training implications.
After landing (Runway 21R), enroute to the gate, the
aft Flight Attendant (F/A) reported “…aft right lavatory
smoke detector is going off” to the lead F/A. The lead
F/A relayed the message to the Captain and moved aft
to investigate. The aft lavatory door was opened to
check for smoke and/or fire. None was found. This was
reported to the Captain. The F/A’s continued to
investigate. They opened the under-sink cabinet.
Noting a suspicious “amber glow” under the sink, with
the smoke alarm still “on,” they discharged one halon
fire extinguisher into the area below the sink. They also
removed the trash bin and determined that the entire
area was cold and there was no smell of smoke.
Meanwhile, the Captain declared an emergency and
continued to monitor the situation and taxied to the gate.
The co-pilot coordinated all of the communications with
ATC and Ramp Control. Upon arrival at the gate,
normal deplaning occurred (with the smoke alarm still
on) and the Fire Department personnel entered the
aircraft through the aft airstairs.
The aft F/A recalled that the smoke alarm actually
started to “buzz” on short final… She had not been
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