A
certain percentage of the reports submitted to the Aviation Safety Reporting
System deal with inadvertent mistakes. While the related error analysis
provides valuable material for the "Don't do it this way"
school of aviation safety, ASRS also receives many reports that deal
with the positive aspects of aviation mishaps. In the following incidents,
various abnormal situations were handled with noteworthy competence
and skill. All of the aviation professionals involved are to be commended
for their contributions to the "Do it this way" school of
aviation safety.
These
reports were selected as the best examples among recent incidents that
document the value of communication, teamwork, and training when things
go wrong.
Being
well prepared for their roles enabled this B757 cabin crew to make a
major contribution to the success of a dramatic flight despite the foul
and noxious setting.
- At
FL330...we had a foul, noxious odor in the cockpit.... The flight
attendants also had a burning, sulfur-like odor in the cabin. They
quickly checked to be sure that the odor was not coming from the ovens
or from someone smoking in the lavatories. The odor was overpowering,
so the decision was made to divert into ZZZ. ATC was notified. The
First Officer flew the airplane while I ran the checklists. The time
from the first smell to touchdown was approximately 12 minutes. While
in the descent, I informed the flight attendants that we might need
to do an emergency evacuation and to prepare the cabin. After landing...the
smell was getting stronger so I gave the order to evacuate. Our flight
attendants did an outstanding job. I talked with the passengers at
the emergency wing exits and they were well briefed and understood
what they had to do perfectly. The aircraft was evacuated in excellent
time, with only minor injuries. Our flight attendants were calm, professional,
and completely in charge of the situation....
(The
fumes came from an overheated wire bundle that supplied current to the
L2 cockpit window for in-flight heating. Apparently the circuit breakers
had not opened to cut the current from the errant power source. —Ed.)
The
Captain of this B767 may have had the leading role, but the "behind
the scenes" efforts
of the controllers and flight attendants deserve equal praise in the
smooth handling of this incident.
- Pushback
and start-up were normal.... During takeoff, just after calling out
VR, the right engine began compressor stalling. EGT reached a maximum
of 710 degrees
Centigrade and power diminished. We climbed to 1,000 feet AGL and
ran the abnormal procedures. Engine indications were back within limits
so it was decided to leave the engine running in idle until after
landing. Landing weight was 311,800 lbs. and maximum landing weight
is 295,000 lbs. Auto brakes were selected at level "4."
The Captain did an outstanding job getting the aircraft smoothly on
the ground.... [There were] no injuries to passengers or crew. The
communication between the cockpit crew and all others involved was
superb. Kudos to the tower, departure, approach, and ground controllers.
The flight attendants were great at keeping us informed about what
aircraft conditions they could see and feel and how the passengers
were holding up.
The
professionalism of the entire crew of this B767 ensured that the passengers
remained calm and confident all the way to the end of a rather lengthy
production.
- A
passenger came up to the galley and said that he smelled something
burning. As I went into the first class cabin there was a strong smell
of smoke.... I turned off all power to the entertainment and power
port systems. When I entered the cockpit, the Captain and First Officer
had donned oxygen masks and smoke goggles and smoke was pouring out
of the instrument panel. At this point the Captain was far too busy
to communicate with me, other than to acknowledge that they were working
on the problem. It was at least ten minutes before the Captain and
I were able to discuss the situation. During that time the flight
attendants did a great job of dealing with a possible crisis with
no real answers.... When the Captain and I could talk, it was determined
that he felt that the source of the smoke and electrical smell had
been contained, but that we should make an emergency landing. The
crew had turned off all extra power needed in the cabins, there was
no way to dissipate the smell and haze, and our nearest airport was
one and one-half hours away.... The flight attendants remained calm
and kept reassuring the passengers that the situation was contained
and that we would land safely. We had no lights in the cabin, galleys,
or lavatories, no power in the galleys, and of course we had the smell
and haze created by the electrical problem. The passengers did not
overreact, and no one panicked. I attribute this to the fact that
the flight attendants were visible, spent time with each and every
passenger, and that the Captain made many announcements to reassure
the passengers.... The Captain made a beautiful landing and the relief
everyone felt being on the ground was expressed by applause. The Captain
and First Officer did an outstanding job. The lines of communication
were definitely open. Their confidence, expertise, and leadership
skills influenced how the rest of the crew reacted to a potentially
dangerous situation.
The
combined efforts of an MD88 crew and Air Traffic Controllers demonstrated
how
conscientious
rehearsals lead to great performances under pressure.
- During
descent...the lead flight attendant called the cockpit to advise that
an elderly passenger
was pale and not feeling well and that she was going to administer
oxygen. We discussed our options and decided to ask for any doctor
on board to assist us. A doctor came forward and while he was doing
an examination, the passenger began to experience chest pains. We
were descending through FL200 on the arrival when the flight attendant
told us about the chest pains and that they were going to get out
the defibrillator. I declared an emergency and asked for priority
assistance. I turned the radios and aircraft over to the First Officer
and I began coordinating medical assistance for our arrival. Center
and approach control did an excellent job getting us into the airport
immediately. The doctor on board determined that it would be safe
to take the passenger to a gate and have the paramedics ready there,
so I advised [ZZZ] of our intentions. I had the First Officer fly
at our maximum speed to about 15 miles from the airport. We slowed,
configured, and made an uneventful landing. We were able to get to
the gate in two to three minutes and our passenger was assisted there.
This emergency demonstrated excellent coordination between the cockpit
and cabin crew and between Air Traffic Control and the flight crew.
All of the training really pays off under these time compressed and
stressful situations.
The
brilliant performance of this C206 pilot was enhanced by the superb
direction of equally talented controllers.
- I
experienced electrical output failure of the alternator at 11,000
feet on top of all clouds and in the clear some 150 miles from destination,
with 4+ hours fuel on board. Light icing conditions existed in the
clouds with low IMC existing below and within a 100 mile radius of
my position. I advised Air Traffic Control (ATC), declared an emergency,
and presented my plan of action: 1) I requested Center to look for
VFR weather within my fuel range. 2) I advised of my flight conditions
and announced that I would maintain present heading at 11,000 feet
and go off the air for 20 minutes in order to conserve battery power
for communication.... [I] set the cockpit up for no-electric, partial
panel flight with vacuum driven attitude indicator, magnetic compass,
wrist watch fastened to the control yoke, two good flashlights (one
two-battery pen light and one "D" cell light). Twenty minutes
later, with communications back up, ATC had indeed located VMC at
[ZZZ1] and Special VFR 4,000 foot overcast at [ZZZ2]. Both stations
had advised Center by telephone that they could provide Airport Surveillance
Radar (ASR) assistance for descent. I elected to go to [ZZZ2] and
requested to remain at altitude...to plan a descent pattern that,
if necessary, would ensure of the suitability of the weather in the
event of complete electrical failure and loss of communications. Center
agreed and handed me off early to [ZZZ2] approach control some 60
miles out. Approach was able to let me go off the air and conserve
eight more minutes of battery power.... Twenty miles out, approach
was able to give me a rapid descent into their airspace, making two
ASR heading corrections to keep me free of all clouds on a wide downwind
leg for Runway 23 and well clear of the normal traffic flow. The ASR
controller accomplished this with only the primary target of my airplane.
Once on tower frequency and cleared to land, I [turned on the] navigation
and rotating beacon lights. The landing was without incident except
that the battery power failed completely on clearing the runway....
This report is respectfully submitted [to confirm that] Resource Management
works, and current safety training initiatives in Resource Management
are paying off.
This
flight crew's swift and decisive performance was right on the mark.
The First Officer's screenplay wasn't bad either.
- Taking
off on Runway 36 in our B757 jet, right close to V1 and, bang, bang,
bang; loud noises and vibrations shatter the plan to go flying. The
Captain and I throw a school house-perfect abort. CRM rules as we
team with the cabin crew and return to the gate with no injury or
further incident. The "head wrench" reports that one of
our Rolls Royce Rockets sparked and stalled. The End.
Every
day the vast majority of flights are conducted without any significant
airframe, engine, or equipment malfunctions. Given the complexity of
modern aircraft, and often tightly scheduled utilization, this record
of availability and reliability is a testament to the dedication, skill,
and often overlooked efforts of maintenance technicians. ASRS is proud
to acknowledge the backstage maintenance heroes for their tireless efforts
to "keep 'em flying."
