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the aircraft was unusually nose high for flaps 30-degrees
and that more power than normal was required to
maintain our calculated approach speed (clue #5). We
actually flew ten knots faster than our calculated approach
speed in order to have better control over our pitch attitude.
At one point during the approach I noticed the stall
indicator appear at the top of the Heads Up Display (HUD)
and then go away (clue #6). At this point we knew that
something was wrong, but even with all the clues we did
not know what it was. The approach ended with a hard
landing. It finally dawned on me that perhaps our weights
were wrong on the load sheet…. When we checked the load
sheet we realized that the agent had not added the
passenger and cargo weight to the OEW (Operational
Empty Weight) and had used the OEW as the Zero Fuel
Weight (ZFW). This resulted in a 22,000 lb. error in our
performance calculations.
Heavy Baggage
Failure to account for the additional weight of passenger’s
“heavy” bags can have a significant effect on the
performance and control of smaller aircraft. In the first of
two ASRS reports that address this matter, a Jetstream
41 crew wisely delayed their departure because of
suspicious indications.
■ The baggage loading and count was delayed and the
baggage form got to the crew late. Wanting to make an ontime
takeoff, we completed our calculations as quickly as
possible…. While taxiing out to the runway, the stall lights
on the CAP (Central Annunciator Panel) momentarily
flashed on and off. This occurred twice during taxi. We
referred to the QRH (Quick Reference Handbook ) and
rechecked circuit breakers. No other indications occurred
at this time so I assumed it was a malfunctioning stall
system. We decided to return to the gate to investigate.
While taxiing back, I noticed that the nosewheel steering
was becoming intermittent…. When maintenance arrived,
they indicated that the nosewheel was considerably
extended. I asked the flight attendant to move two
passengers to empty seats in the forward portion of the
cabin. Maintenance indicated that the strut had
compressed some, so I decided to taxi back to the gate. The
nosewheel steering worked fine. At the gate…the First
Officer indicated that there was a 350 lb. error in his
calculations of the baggage…. Also, the ramp inspectors
informed me that the baggage count was correct, but some
heavy bags were indeed “very heavy” and were loaded in
the aft end of the compartment.
This ERJ 145 Captain’s report on a heavy baggage
incident was the subject of a recent ASRS Alert Bulletin.
■ The baggage slip indicated that we had 2,204 lbs. of
bags. At rotation I noted that the trim setting was clearly
incorrect and I had to push the elevator to the forward
limit to recover from the nose up pitch. The aircraft seemed
to be much heavier aft than calculated. After arriving at
[destination] the ramp personnel indicated that the
baggage seemed excessively heavy. The bags were weighed
and the recalculated figure put the cargo weight
approximately 1,095 lbs. over the maximum limit.
An Alarming Takeoff
After making mistakes that almost led to an accident, this
C172 pilot generously shared the experience through
ASRS. It would be a mistake not to heed the lesson.
■ [I] proceeded with the departure on a grass strip
approximately 2,200 feet long. At 60 kts. I rotated and
started to climb. I had packed the plane and messed up
because I had an aft center of gravity. Without enough
runway left to put down, I climbed (with the stall warning
screaming) to avoid trees at the end of the runway. [I] just
cleared the trees. The contributing factors were too much
baggage, not knowing the density altitude, and
complacency. Thank God I am still around to share this
lesson.
B737-800 In-flight fuel leak
Foreign airport ILS identifier chart error
A320 released with disconnected brakes
Portable Breathing Equipment canister fire
ERJ 135 cockpit seat movement on takeoff
OVERWEIGHT
and Out of Balance
Holiday Hints
Just after an airport “turnaround” (from south to north
oriented runway operations), this A310 flight crew was
given clearance to cross an active runway enroute to the
assigned runway. The Captain picks up the story as they
approached the hold short line of the intermediate
runway.
Several reports in the November 2003 Callback (#290)
addressed the problem of unplanned flight into
Instrument Meteorological Conditions (IMC). Another
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