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And the Winners are...
Best Actor in a Supporting Role
An alert passenger observed a problem and literally
“drew a picture” for an MD80’s fl ight crew and
company mechanics, averting a potentially serious
infl ight incident.
■ On completion of fl ight, a passenger seated on the left
side of the aircraft asked to speak with us on the jet bridge.
The passenger presented us with a drawing of the left wing
and stated he saw missing or detached rivets and a loose
wing panel just forward of the fl ight spoilers. We presented
the diagram to maintenance. Aircraft mechanics confi rmed
rivets were missing/pulled through and a wing panel was
loose. The aircraft was taken out of service. This panel would
not be seen during a normal pre-fl ight inspection. While on
the ground it looked normal. Only in fl ight did it lift away
from the wing structure. Our thanks to the alert passenger
who communicated the problem clearly to crew and
mechanics...Without his sharp eye and clear description of
the problem, we would have continued to fl y this aircraft....
Best Live-Action Sequence
Mountainous terrain and a catastrophic engine
failure became the backdrop for a single-engine
Beech Bonanza pilot’s stellar performance in getting a
mother and her infant down safely.
■ I fl ew a VFR fl ight to ZZZ. The passengers were a young
mother and her 1-year-old. I met the passengers at the
FBO, obtained a briefi ng, but the weather forecast was so
good I knew I’d just get out of the Class B airspace and
go direct. I completed a prefl ight, noted nothing unusual,
loaded mother and baby, and received clearance. A good
start-up, temperature and fl ows good, good taxi, good runup,
GPS lock on, radio checks and 6-pack [light cluster]
all OK. Departure–no problem. Cleared out of Class B...
to 8,500 feet...Nearing inhospitable terrain, I determined
to check nearest airports via the GPS and continued to do
so every few minutes while monitoring the gauges. Again,
everything was in the green and good. The terrain became
more challenging and I fl ew a little further west...Suddenly
there was a muffl ed “poof” sound with an immediate
decrease in power and the aircraft slowed. I applied full
mixture and prop. No change. I recall scanning the gauges
and quickly noting we were going down over nothing
but mountainous terrain. I declared an emergency with
Center, leveled the plane and simultaneously started a
shallow turn to the east, thinking level terrain was behind.
During the turn I pressed the ‘NRST’ button and happened
to glance out my window. Below was ZZZ1. The GPS
confi rmed ZZZ1 was west at 2 miles. I did not hesitate in
reversing the turn...I continued the calls and did not talk
to the mother, although...I could see she was distressed. I
did not try to restart the engine. My focus was on fl ying the
airplane, judging how to get best aligned with the airport
and providing ATC location and position. In 5 minutes we
lost 5,000 feet, while trying to keep enough airspeed to stay
aloft and maneuver for a base entry. I completed a series of
spirals and aimed for the middle of the runway. I turned
a base leg, lowered the gear and fl aps. Once on fi nal, I
needed crosswind correction and touched down mid-fi eld,
immediately on the brakes, slowed down, coasted off on
the last exit to the taxiway. It was very quiet, as the prop
stopped. I asked the mother if she and baby were OK. She
said yes, and we exited the plane. The lower cowling was
covered with oil, not a lot, but enough to notice...My A&P
mechanic synched up with an FBO. They surmised the
camshaft failed, resulting in a catastrophic failure.
Best Short Feature
A Piper Cherokee instrument student and instructor
formed a dynamic duo in an “electrifying” drama.
■ The situation occurred while on fi nal for the GPS
approach. The fi rst indication of abnormality occurred
shortly before crossing the Final Approach Fix when the
GNS 530, Mode S transponder, and HSI abruptly failed.
Approach Control advised that the altitude encoding
Number 350 February 2009
there was a fi re. The fl ight crew immediately performed the
initial action items for smoke...I looked at my HSI and saw
that we were just a little southwest (maybe 20-30 miles)
from ZZZ. I informed the crew that we were going to divert
to ZZZ, called ATC, declared an emergency for smoke in
the cabin, requested an immediate descent and a turn
direct. We were immediately cleared for a right turn direct
to ZZZ with a descent to 11,000 feet. The ‘Body Duct Leak’
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