In this latest “interactive” issue of CALLBACK, all of the reports involve incidents that occurred before, during, or immediately after takeoff. In “the first half of the story,” you will find report excerpts describing the situation up to the decision point. There are no “options” presented as in some of our recent “interactive” issues. It is up to the reader to determine all the possible courses of action and make a decision (preferably within the time frame suggested by the report).
The selected ASRS reports may not give all the information you want and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “the rest of the story,” you will find the actions actually taken by reporters to resolve each situation. Publication of a report does not constitute ASRS endorsement of the reporter’s action and the decisions presented may not necessarily represent the best course of action. Our intent is to stimulate thought, discussion and training related to the type of incidents that were reported. The First Half of the Story Situation #1: Flat Out Right...or Wrong
(Experimental Aircraft Pilot's Report)  ■ [After landing], I realized that I had a flat left main tire. However, due to the strong winds, I was able to apply right aileron, lift the left main and taxi to the FBO on the right main and tail wheel. I…applied “Fix-a-Flat” to the tire [but it] failed to stop the leak. Because the aircraft uses “unusual” wheels, obtaining a replacement tire from the FBO was not an option. Ordering a replacement would have taken a week or so. My options were to fly the airplane home or leave the airplane at the FBO and get a replacement tire.
I began seriously considering flying the airplane home. My thought process was as follows: This is a tail wheel aircraft well known for its ability to takeoff and land at very slow airspeeds in very short distances. With a touch of flap and lightly loaded, it can lift off at approximately 20 knots. I had 20 knots of wind directly on my nose. I would be airborne with a ground speed of less than 5 knots. Takeoff would not be a problem, even with the flat. My home airport was reporting winds of over 25 knots down the runway so landing would also be a slow ground-speed event…. Having already landed with the flat, I knew that landing and ground handling was not an issue. I elected to fly the airplane home.
I…was cleared to taxi…. Ground asked me if I was aware that I had a flat left main tire…. I said…I was OK with departing if he was OK with letting me go. Upon contacting Tower, I was told, “Enter the runway at your own risk.” I asked if I was cleared for takeoff. Tower said, “No takeoff clearance will be granted. Enter the runway at your own risk.” I said, “I don’t want to enter the runway if someone else is on final. Am I cleared?” Tower said, “No traffic is observed in the area. Enter the runway at your own risk.”
 Situation #2: Sticky Situation (DHC-8 Captain's Report) ■ [The field] was IMC with moderate snow. Type 1 [de-icing] fluid was applied followed by Type IV [anti-icing fluid]. About 15 minutes after being treated, we were cleared for takeoff. At V1/VR, I applied smooth backpressure on the yoke. Suddenly it felt like the yoke was sticking and the nose wouldn’t come off the ground.
[An ASRS analyst’s callback to the reporter revealed the following additional information: 1. The pilot was familiar with control issues on the DHC-8 attributable to Type 4 anti-icing fluid. 2. A very thorough check of the control movement was accomplished during taxi with no abnormalities noted.] Situation #3: Unplanned Formation Takeoff
(B737-800 Captain's Report) ■ Runway 9R; winds 080/27; wet runway; aircraft weight 155,000 lbs; OAT 30o C; [field elevation 20 feet MSL; V1= 151; VR= 161].
There was a large [thunderstorm] cell directly ahead of the 9L/R Runways and closing. The aircraft in front of us was issued a right turn to 120 degrees after takeoff. We were cleared into position and hold Runway 9R…. The rain shower was now over the field and intensifying. We changed the power setting to max power and reduced V1 by 5 knots. We were cleared for takeoff and given a right turn to 140 degrees to avoid the weather.
At approximately 100 knots, I could see a B757 out of my left side window between 50 and 100 feet in altitude. He was low enough that I could not tell if he was taking off or performing a go-around on Runway 9L. The B757 had not called the Tower announcing a go-around…. Tower had issued instructions to all departing aircraft to turn right to the southeast to avoid the cells. Situation #4: Low and Slow (Light Sport Aircraft Pilot's Report) ■ I was to ferry a light sport airplane to its new owner. Since the departure conditions were gusty and the crosswind component was near the maximum demonstrated for the airplane, I considered my choices carefully—whether to leave at all, which runway to use, etc.
Among the considerations was the takeoff flap [setting]. The manufacturer recommends either no flap, or 15 degrees. For a while, I was “on the fence.” No flap would minimize my initial drift while I was low, but 15 degrees (first “notch”) would have me climbing faster…. At one point I decided that my previous decision to use no flap was not the best choice. I moved the flap selection lever to select 15 degrees...more than the 15 I had already put in, and forgotten…. I failed to verify the setting by looking. Had I done so, I would have seen that the selection lever was pointing at 30 degrees.
At takeoff, the airplane was climbing very poorly. I found myself drifting off center-line, low and slow over flat airport property in a matter of seconds. | CALLBACK Issue 378 ASRS Online Resources May 2011 | Report Intake: | | Air Carrier/Air Taxi Pilots | 3,017 | | General Aviation Pilots | 1,008 | | Controllers | 753 | | Cabin | 317 | | Mechanics | 138 | | Dispatcher | 71 | | Military/Other | 22 | | TOTAL | 5,326 | | ASRS Alerts Issued: | | Subject | No. of Alerts | | Aircraft or aircraft equipment | 8 | | ATC equipment or procedure | 4 | | Airport facility or procedure | 2 | | TOTAL | 14 | Special Studies  ASRS, in cooperation with the FAA, is gathering reports of incidents that occurred while pilots were utilizing weather or AIS information in the cockpit obtained via data link on the ground or in the air. Learn more » |
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