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illustrate the value of training, communication, and
teamwork when the unexpected occurs.
And the Winners are...
Best Performance in a “B”-Feature
A B747-400 fl ight crew was following the script for
a trans-oceanic fl ight, when they were notifi ed that
unusual cargo was being loaded.
■ The aircraft was an unmodifi ed aircraft for aft cargo fi re
warnings...I was given a Pilot Notifi cation for Dangerous
Goods, which indicated that we would be carrying ‘Dry
Ice (Live Bees),’ 1 package, 120 pounds...The First Offi cer
remarked that during his walkaround he noticed that we
had a pallet of bees being loaded in the aft cargo pit, and,
that it was giving off a ‘cloud’ in the warm air, but that
the bees were all intact. Since the form indicated only 1
package of...bees, I assumed that the bees were actually in
the aft cargo pit. I was later told [at destination] that there
were bees in both pits.
At about XA30Z...we got a status message indicating Cargo
Aft-4 Loop-A [advisory]...We discussed the situation, which
had no additional action required. We had 72 degrees
of aft cargo temperature on the ECS [Environmental
Control System] page. Approximately 30 minutes later,
we got another status message indicating Cargo Aft-4
Loop-B, this with 73 degrees of cargo temperature. This
again required no additional action but defi nitely got our
attention...[Then] we got an Aft Cargo Fire Warning...with
the associated bell and Master Warning. I silenced the bell,
and the Aft Cargo Fire light and EICAS also disappeared.
We reviewed the QRC, but, did not activate any switches
since the warning had gone out immediately, and a test of
the fi re warning system showed PASS....
I assigned the fl ying duties, woke the relief pilots, and
called maintenance/dispatch via SATCOM. I notifi ed the
purser and asked the aft Flight Attendants to check the
fl oor for hot spots, smoke, or odors—there was none. The
aft cargo compartment temperature was at 75 degrees
and remained there. After a lengthy discussion with
maintenance and dispatch, we reset the system to ‘single
loop’ and...the Loop B status message went away. We
elected to turn off the Aft Cargo Heat switch in an effort to
put the bees back into a dormant state. This appeared to
work well, however, it took nearly 10 hours to reduce the
aft cargo temperature 10 degrees! At 71 degrees of aft cargo
temperature we no longer received the intermittent Aft
Cargo Fire Warnings (there were a total of 6 which were all
momentary, and all showed fi re test PASS). At 68 degrees...
the status message for Loop A disappeared...The fl ight
continued uneventfully to [destination], with no additional
warnings or status messages....
Honey bees emit a number of different compounds which
may be interpreted as smoke particulate by unmodifi ed
smoke sensors in aircraft cargo compartments. This
reporter’s company is in the process of replacing its smoke
detectors with units designed to differentiate between bee
emissions and smoke-related particulate.
Best Performance in a Flight Assist
In this familiar saga of a private pilot anxious to
fl y in marginal weather conditions, an Approach
controller was the star.
■ I had decided to perform some takeoffs and landings.
The weather was marginal VFR with an observed ceiling
that looked OK. There was mist in the air. Looking north,
I could see the mountains (about 5 miles) in mist. I was
taking off to the south. I could see some occasional fl ashes
of blue sky, and the wind was from the south. During
climbout the mist became light rain and the visibility was
becoming worse. Then the wall of white came and made the
airport behind me disappear.
I had no plan for this event. I was just barely at pattern
altitude. I started to turn and was going to descend to try
to fi nd the airport but I could already tell that I had my
hands full. I was concentrating hard to keep the attitude
indicator wings level and I started a slight climb, I now
had to reduce climb power to keep the plane under control.
By now I was at 2,000 feet, but fi ghting to keep the attitude
indicator under control. My GPS was on, and I could see
[another airport] and fi gured they may be able to help
radar me into their airport. I tried to call them but had
no reply. (I now know that I must have tuned in the wrong
frequency.) Things were not good, I believe I was fi ghting
vertigo...I then retrieved my chart...and was able to tune in
Approach and made my call for assistance. They answered!
He [the controller] had me enter a transponder code then
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