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or enter another taxiway/runway/ramp area. This does
not authorize an aircraft to cross a subsequent taxiway/
runway/ramp area after clearing the landing runway.
The pilot is responsible for ascertaining when the aircraft
is clear of the runway.” The AIM discussion of the
procedure for exiting runways after landing can be found
in section 4-3-20.
End of Tail Not End of Story
The hazards associated with this issue are not confined
to large aircraft. A general aviation pilot was on the
receiving end of a Boeing 747 letting it all hang out:
n Ground cleared me to taxi to the hangars. I taxied onto
taxiway X, and began slowing down because a B747 was
on the intersecting taxiway with part of its tail sticking
into taxiway X. Ground told me to taxi behind the B747
and to use caution. I should have told Ground that I
would hold until the B747 taxied onto the runway, but I
assumed Ground was holding the B747 in position until
after I passed behind. Just as I got almost even with the
B747’s wingtip, I heard the jet’s engines increase power.
My Cessna was immediately pushed to the left and
forward, and pitched nose down. I brought the aircraft to
a stop, but not until after the wingtip and the prop
contacted the ground.
For small aircraft, jet blast on the ground can be almost
as dangerous as wake turbulence in the air. As the
reporter indicates, waiting for the jet to clear the taxiway
would have been the prudent choice.
Any in-flight emergency is an adrenaline-producing
event, but a forced landing over water is the stuff
nightmares are made of. The crew of a helicopter
equipped with inflatable floats makes the situation
sound almost routine.
n After completing the after-takeoff checklist, we
heard a buzzing sound, then a vibration, followed by a
main transmission chip caution light illumination.
The Captain executed memory item checklist, “land
immediately [and] arm the floats.” Then, at the right
time, he commanded, “blow the floats.” The aircraft
made a gentle landing on the water. There were no
injuries or airframe damage. Upon landing, I used
our handheld cellular phone and dialed 911. I
described our location and situation to a police
dispatcher, who contacted the Coast Guard.
Approximately 10 minutes later, they arrived
alongside… We towed the aircraft to the shore, where
it was recovered. Good training and a little luck
resulted in a happy ending.
This report highlights the value of cellular phones for
providing back-up communication during electrical
failures and other emergencies.
“Cell” Save
ASRS occasionally receives reports regarding the carriage
of hazardous materials on aircraft, a subject much in the
public eye, lately. Whether in the passenger cabin or in
the cargo hold, these materials can present a significant
hazard if not properly packaged, labeled, stowed, and
listed on a pilot’s load manifest. Although the following
ASRS report is of 1988-vintage, it is an example of how
serious—and costly—hazardous material incidents can
be.
n As we were being vectored for final approach, a Flight
Attendant called from the main cabin and informed the
First Officer (FO) that there were fumes of unknown origin
in the cabin. The FO kept in constant contact with the
cabin crew in an effort to identify the fumes and locate the
source. As we were turning final, a deadheading FO
advised that the floor in the area of the landing gear was
hot. When we heard “gear area,” we elected to extend the
gear immediately…I landed the aircraft and taxied off the
runway. The deadhead FO informed us that the floor was
hot and mushy, and he thought there might be smoke. We
initiated a ground evacuation. The crew performed
admirably well.
After completion of the evacuation, the middle cargo bay
was opened. The sight of smoke coming out of the bay
proved that our decision to evacuate immediately had been
prudent. It turned out that illegally-shipped sodium
hydroxide [caustic lye], in chemical reaction with
something, caused the smoke and heat, and probably the
fumes as well. The cargo was marked “laundry
In hot weather, air molecules expand, resulting in fewer
air molecules flowing under and around airfoils to give
them lift. Under these conditions (known as high density
altitude), an aircraft will perform as if it is at a higher
elevation than it actually is, and pilots may be robbed of
the performance they usually count on. The additional
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