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pressure.
In another nighttime emergency, this one experienced by
a corporate flight crew, all ended well–but getting there
was an isolated and frustrating experience, especially for
the Captain.
n We made a normal nighttime departure. We had just
been handed off to Center, level at 14,000 feet MSL, when
I noticed a peculiar distorted appearance to the
instruments. I smelled smoke at the same moment that I
was pointing out the weirdness to the co-pilot. Smoke is
not instantly visible in a dark cockpit. ATC was
immediately advised. They cleared us direct [to return]
and down to 12,000 feet MSL. They then said to contact
Approach. So far so good. Then I told the co-pilot to put
on his oxygen mask as I donned mine. As I did this, I
[knocked] my headset off, but I didn’t realize it. I selected
‘Mask’ on the comm console which allowed me to
communicate with ATC. My co-pilot changed frequencies
and communicated with Approach. He heard them clear
us to 4,000 feet MSL. I heard nothing. No cockpit talk,
no ATC. I then remembered that I needed to select
‘Cockpit’ on the comm console so that he [co-pilot] could
hear me by way of a ‘hot’ mike set-up. I asked him if we
had been cleared any lower. He answered, but I couldn’t
hear him. I was isolated and frustrated. I pulled my
mask off and told him I couldn’t hear him. He punched
on his hot mike about the same time I realized I needed to
go to the ‘Speaker’ to hear anything.
We were back in business....Positional awareness was
excellent. #1 nav had fried internally and was the source
of our smoke, #2 nav did the trick. Now I could see the
well-lit terminal complex but no runways. We requested
that the Tower turn up the runway lights which they did
after a few seconds. It was wonderful: Orientation was
complete. ATC might want to do this as a regular part of
night time emergency procedures. The usual low runway
lighting is extremely difficult to pick out against the
background of normal city and terminal area lights.
Finally, the airport Crash-Fire-Rescue (CFR) personnel
were excellent in helping us safely explore what had
burned and in confirming the problem was over.
This flight department is now operating on the assumption
that we will lose our headsets and must go to speaker in a
similar situation.
This crew’s experience highlights the need for training in
equipment familiarity (oxygen mask and communications
radios) in a darkened cockpit. The Captain’s suggestion
about turning up the runway lighting is also one that
ATC facilities may want to consider in reviewing their
night emergency procedures.
“Getting There” Was An Experience
The Bottom Line...
A general aviation pilot was persuaded by a business
associate to undertake a flight into known icing
conditions, against his better judgment. After a
harrowing in-the-clouds icing experience, an emergency
declaration to ATC, and an unscheduled landing, the pilot
humbly reported this new resolution to ASRS:
n I’ve flown enough to know when it will be bad. I’ve
flown enough to make good rules. Now I just need to abide
by my own rules. When I say “it looks bad,” I should stay
on the ground.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
November 1997 Report Intake
Air Carrier Pilots 1837
General Aviation Pilots 589
Controllers 68
Cabin/Mechanics/Military/Other 68
TOTAL 2562
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 223 January 1998
Fire hazard in a B-767 cabin video entertainment unit
In-flight deployment of escape slide on a B-757-200
BE35 ruddervator attachment tabs and cables failure
Localizer deflection caused by taxiing widebody aircraft
Confusion over “fly direct” clearances in foreign airspace
Too-Close Encounters
Even with adequate supplementary lighting, flight crews
need to allow an extra margin for error to accommodate
the reduction in visual perception that occurs at night.
An air carrier First Officer reports that on a well-lit ramp,
the crew’s perception of the available parking space was
still faulty:
n After landing…we switched to Ramp Control…and
asked which taxiway they wanted us to use. Ramp Control
advised us to use taxiway Z. As we approached the gate…
it looked like we were getting very close to the side of the
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