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tanks, and the engine started up again.
During the preflight I had drained a not insignificant amount of
water from the right outboard tank (there had been heavy rains in
Florida and I had never learned that I should have exchanged the
short neck gas caps for the tighter long neck). So I decided to
switch back to the outboard tank and then pull the fuel drain
which fortunately is inside the cockpit. I didn’t have to drain for
long before the engine again was running as it should.
Inboard fuel drains can save the day...
Several readers responded to our article on “GUMP,” offering
their own variations on this familiar acronym. First, from a pilot
who advocates GRUMP:
✍ Somewhere in my past, someone recommended adding an
“R” for Radio, making it GRUMP...particularly when flying VFR
from a field using the CTAF to another [field] which uses a
different CTAF frequency. [In these situations] it is easy to forget
that all the chatter coming over the radio is not on the [frequency]
you need. At controlled fields it is less likely that the radio will be
mistuned, however frequency changes are easy to miss.
Another correspondent likes GUMPS–with the “S” standing
for “Seatbelt.”
ASRS Recently Issued Alerts On...
Spoiler delamination visible only inflight on a B737-500
Alleged design flaw in an L-1011 fuel shutoff switch guard
Questionable ATC sequencing of a B-727 behind a B-757
Flight/ground crew illness attributed to rain repellent leak
Inadequate length Flight Attendant seatbelts on a DC9-30
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
December 1994 Report Intake
Air Carrier Pilots 1980
General Aviation Pilots 630
Controllers 70
Cabin/Mechanics/Military/Other 27
TOTAL 2707
As if the FAA didn't have enough to worry about...here’s an
unusual report to ASRS that shows it’s not just aircraft that are
vulnerable to wake vortex encounters.
that they were flying a Boeing 757 on an ILS approach to a
coastal international airport, when...
■ ATC advised us that a tall masted sailing ship was in the
channel.
(our) left to (our) right... As we flew over the channel, the ship was
just slightly to the left of the ILS centerline.
slightly to the right and stayed slightly above the glide path.
observed the ship through the Captain’s left aft window as we
went by.
After landing we were notified that Tower observed some damage
to the top of the ship by wake turbulence.
BULK RATE
POSTAGE & FEES PAID
NASA
Permit No. G-27
National Aeronautics and
Space Administration
Ames Research Center�
Moffett Field, California 94035-1000
Official Business
Penalty for Private Use, $300
189
Are you a pilot who has recently experienced wake turbulence
produced by another airborne aircraft? If you’re willing
to tell the Aviation Safety Reporting System (ASRS) about it,
you can help support an FAA effort to reduce the frequency
and danger of these events, and make a safe system even
safer.
ASRS Telephone Interviews. At the request of the FAA,
the ASRS will be conducting detailed telephone interviews
(called “structured callbacks”) with pilots who report wake
turbulence incidents to the ASRS. Reporter participation is
voluntary, and as usual, all personally identifying information
will be removed before the ASRS research data are
given to the FAA. Only aircraft make/model information will
be retained in the ASRS data.
The ASRS callback effort will begin in March 1995. Based on
your reports, the FAA will use the information to develop
models that can accurately predict wake vortex phenomena
and help evaluate turbulence separation criteria for aircraft.
The collection of wake turbulence incident data by the ASRS
is the first phase of an extended FAA effort to track and
monitor wake turbulence incidents.
How the Interviews Work. Here’s how the structured
callback works: You report a wake turbulence incident to the
ASRS, using a NASA form obtained from your company;
from an FAA Flight Standards District Office or Flight Service
Station; or directly from ASRS at (415) 969-3969. ASRS
will contact you for an interview appointment in one of two
ways: by a telephone call to the phone number given on your
reporting form ID strip, or by letter to the address on your
ID strip (if you give no phone number).
whether you’re willing to participate in a telephone questionnaire
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