What
Would You Have Done...
In light of the amount of positive feedback generated by Callback #285, the
same "interactive" format is utilized in this issue. Readers
are once again encouraged to consider an appropriate course of action
for a given situation. The actions that were actually taken by the reporters
of these incidents are found on the reverse of this Callback issue.
Bear
in mind that the reported action may or may not represent the best response
to the situation. Our intent is to stimulate thinking, discussion, and
training related to the type of incidents that were reported.
Situation #1: Last Minute Cancellation
This
Falcon 50 flight crew had to make a high speed decision.
-
...Runway 24 was being used for arrivals and departures.... We had
not yet reached the hold short line when the tower controller said,
"Taxi into position and hold Runway 24. Traffic cleared to land
Runway 24 on downwind. Be ready for an immediate takeoff." I
saw an aircraft on a rather close-in downwind-to-base turn.... Prior
to being aligned with the runway, the tower controller issued us an
immediate takeoff clearance.... I called, "80 knots cross-checked."
The flying pilot called, "My yoke." I said, "Your yoke."
At some point after this, the tower controller said, "Falcon
XXX, takeoff clearance canceled." We were close to V1 (96 knots)...
What
would you have done? See the Reporter's Action
Situation
#2: Intermittent Engine Vibration
A
pilot and instructor in a PA28 performed touch-and-go landings with
an engine that ran fine... most of the time.
- I
departed ... with an instructor for a BFR (Biennial Flight Review)
and currency work. ... After a normal run up and uneventful takeoff,
we flew 40 miles to ZZZ1 airport.... We did a touch-and-go on Runway
17. On climb out the engine ran rough with some vibration. The engine
smoothed out when we reduced the manifold pressure to 23 inches and
the propeller to 2300 RPM. It ran smooth to ZZZ2 field where we did
a touch-and-go. Again, the engine ran rough on climb, but smoothed
out once we reduced power to 23 inches and 2300 RPM. The instructor
asked if I wanted to do another touch-and-go at ZZZ2...
What
would you have done? See the Reporter's Action
Situation
#3: Open Door Policy
As
these BE55 pilots learned, go/no go policies should be decided before,
rather than during, takeoff.
- The
right forward door popped open just after rotation (approximately
90 knots) on Runway 6 (4,000 feet long)...
What
would you have done? See the Reporter's Action
Situation
#4: Between the Clouds and the Trees
With
only trees below and no radio or navigation systems, this PA32 pilot's
prospects looked bleak.
- [I
was] proceeding IFR from FL to AR. After passing [County] VOR, I lost
all electrical power. All instruments (navigational, radio, etc.)
were inoperative. Proceeding at 8,000 feet, the alternator was not
charging and the battery was discharging. I descended in order to
attempt to land VFR as soon as possible. I tried broadcasting once
on 121.5 in the blind and squawked 7700. I found a hole and descended
through the overcast that was about 2,000-3,000 feet thick. I leveled
off below the overcast which was now solid at 1000 feet. I was over
a forest...
What
would you have done? See the Reporter's Action
Situation
#5: When the Traffic Gets Out of Line
A
busy approach controller, faced with a flight crew deviating from their
assigned heading, had to make some quick decisions to sort out the traffic.
- I
was working an extremely busy arrival period vectoring to Runway 27R
with a final approximately 25 miles long. Aircraft X was on an ILS
approach. At seven miles, Aircraft X received a TCAS climb for unknown
VFR traffic. I... gave Aircraft X... a right turn to 030 degrees for
re-sequencing. Shortly thereafter, I turned him right to a heading
of 080 degrees and worked on making a hole for him on final.... Aircraft
X was about 10 miles northeast of [the airport].... There was a commuter
on an eight mile final talking to the tower, and an A320 (Aircraft
Y), on a 13 mile final (on my frequency and cleared for an ILS approach.).
I had made a hole for Aircraft X behind Aircraft Y.... As I went to
issue the traffic and sequence to Aircraft X, I saw that they had
turned base leg.... To verify, I asked Aircraft X if they had, in
fact, turned base. Realizing their error, they said they were turning
back to a 080 degree heading...
As
the controller, what would you have done? See
the Reporter's Action
Situation
#6: Conspicuous Consumption
This
B757-200 crew was faced with a fuel imbalance that appeared to be increasing.
- We
noticed approximately 1,000 lbs. of fuel imbalance passing FL180,
but decided to wait until level off to address the issue. Level at
FL370, we noticed that the right tank was 3,000 lbs. heavier than
the left. We checked the fuel used and the total fuel indications
on the FMC (Flight Management Computer). As best we could tell, our
level off fuel was approximately 3,000 lbs. less than planned.
What
would you have done? See the Reporter's Action
Situation
#1
Last
Minute Cancellaton
- I
believed that we would have been above V1 by the time I called abort
and the flying pilot had responded to the instruction. For this reason
I called, "Continue. V1." At 112 knots, I called, "Rotate."
Just after rotation, the tower again said, "Falcon XXX, takeoff
clearance cancelled." We were committed at this point and continued
the takeoff. Shortly after, the tower said, "Falcon XXX, turn
right 20 degrees." At this time...I saw nothing on TCAS or visually....
I
can't recall hearing what event triggered the tower controller's
decision to cancel our takeoff clearance. I can only speculate that
it was either an instruction to the aircraft behind us to go around
or the pilot's own decision to go around and then the controller's
reaction to the go-around.... Regardless of what caused the cancellation,
I was forced to make the classic go, no-go decision.
If
I had this takeoff to do over again, I would have questioned the
tower controller about the location of the aircraft that was cleared
to land... It looked close to me and I should have followed my gut
feeling and delayed our lineup until after his arrival. I can only
speculate that the tower controller may not have known that the
landing aircraft was turning base so close in....
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Situation
#2
Intermittent
Engine Vibration
- I
said, "No, this engine has a problem. Let's get it home."
We proceeded to [departure field]. I... entered the pattern as number
two for landing. When I reduced power, the engine began vibrating,
although it maintained power and RPM.... At this point, I should have
called the tower to request a priority landing, but didn't.... When
we turned to final (a long final due to traffic), the engine began
losing power. I called tower [to declare] an emergency and told them
we would not make the airport. Tower cleared the area of traffic.
The engine regained power and we were able to land on the runway.
When we pulled into the ramp area, we observed that the number one
cylinder head had come off the engine and lodged halfway through the
cowling. Examination showed a normal cylinder with both valves and
no internal damage. There was no piston.
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Situation
#3
Open
Door Policy
- The
pilot flying reduced power to idle, landed the aircraft, and commenced
maximum braking. The reject was initiated with less than 1000 feet
of runway remaining. The aircraft departed the end of runway at approximately
20 knots. We taxied back to the ramp and inspected the aircraft. There
was no damage to either the landing gear or propellers. A faulty latch
on the right door resulted in the door not being fully locked....
The pilot flying thought that he had more runway remaining than he
actually had. He stated afterward that he should have continued the
takeoff versus rejecting. We both agreed that a door opening on takeoff
in this aircraft is not a reject item.
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Situation
#4
Between
the Clouds and the Trees
- I
searched until I found a dirt road. The dirt road led to a paved road.
The paved road led to Interstate [123].... I followed the Interstate
west toward [City].... Finally, I saw a road sign that read, "[City]
21 miles." Shortly thereafter, I sighted [City] International,
got a green light from the tower, and landed without further ado.
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Situation
#5
When
the Traffic Gets Out of Line
- I
told them, "No. Do not turn back. Continue on the base."
I pointed out the B190 traffic at two o'clock and one mile... and
cleared them for a visual approach. I then went to Aircraft Y, cancelled
their approach clearance and told them to maintain 3,000 feet on the
localizer.... The lesson I would like to communicate to pilots is
this: we all make mistakes and most of them can be fixed.
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Situation
#6
Conspicuous
Consumption
- The
Captain referred to the irregular procedures for the "Fuel Configuration"
light. We decided against attempting to balance the fuel due to the
uncertainty of the cause of the imbalance (possible fuel leak in the
left tank). The fuel indication in the right tank appeared to be stuck
at "12.8." We verified the right wing heavy by hand flying
the aircraft and using rudder trim to level the wings. Trim required
increased from 2.0 units to 4.0 units as the flight progressed due
to the increasing imbalance. We were unable to determine if the fuel
in the right wing was trapped and unusable. We decided to divert [departure
airport] since it was only 60 miles behind us and the weather was
clear.... Dispatch and maintenance concurred with the divert decision
since the fuel state could not be verified. We requested and received
priority handling for an uneventful landing.
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