Premium on Safety - Issue 45, 2022 - 9

ASI MESSAGE
QUIZ ANSWERS QUIZ ON PAGE 4
1. A. Special Use airspace is established where activities
conducted within that airspace must be conducted due to
their nature. It might be paratroopers practicing high altitude
jumps, air-to-air refueling, or low-level high speed practice
bombing runs; but anywhere you see special use airspace it
behooves you, the pilot, to pay attention and know the rules of
operation. Always check NOTAMS!
2. E. Prohibited areas are simply off-limits to general
aviation. Don't bother asking if you can fly over the White
House or Camp David; or any other airspace protected with
the word Prohibited.
3. B. Warning areas are there to let you know that hazards
(typically military aircraft practicing for warfare) exist
inside or outside of U.S. territorial airspace. Sometimes
spacecraft return to splashdown in warning areas, as well, in
which case temporary flight restrictions (TFRs) may overlay
the published airspace.
4. False. ATC can, on occasion, issue a clearance to participating
aircraft to transit an active restricted area.
5. C. MOAs exist to warn you that military operations are in
progress in the designated airspace. Since MOA's are not
typically used continuously, a pilot can request its status
(hot or cold) from the air traffic controlling facility for the
area. MOAs, even when hot, are legal for both VFR and IFR
general aviation traffic to transit, however, caution should be
maintained, as military pilots are focused on their tasks, not
necessarily on stray aircraft.
For Lack of a Pin
For lack of a nail, the shoe was lost ...
BY DAVID J. KENNY
LESSONS LEARNED
It's hardly news that details matter, and more so in aviation than
most other pursuits. Approaching a short airstrip even five knots
fast courts a landing overrun. Engine failures have been traced to
fractured cylinder studs due to over torqued hold-down nuts and
fuel lines that separated because the B-nuts securing them were
left hand-tight. Slowing a helicopter to a hover in a quartering
tailwind risks a loss of tail rotor effectiveness; at low altitude, the
resulting spin is most likely unrecoverable. Even underinflated tires
have caused catastrophic losses of control by bursting during the
takeoff or landing roll.
Shortly before 8:00 p.m. in the evening of October 7, 2019, a Hawker
800XP took off from the Naples, Florida Municipal Airport (KAPF)
on a Part 135 charter flight to Kerrville, Texas (KERV). Two ATP-rated
pilots and two passengers were on board. The takeoff roll and liftoff
seemed normal, but when the co-pilot tried to retract the landing
gear, the nose gear transit light remained illuminated. Shortly after,
both pilots heard " a thud from the nose gear as if it had fallen down "
and felt a vibration that the pilot described as suggesting " the nose
gear doors didn't shut. " The main landing gear lights extinguished
and the gauge indicated normal hydraulic pressure, so the crew
tried to cycle the gear. The mains extended as expected, but the
nose gear's transit light remained illuminated. The crew declared an
emergency and requested a hold to assess the situation.
The hold eventually lasted almost three hours. The procedures
detailed in the landing gear section of the abnormal condition
checklist produced no change in the position indications. The
crew reviewed the checklist to confirm that all steps had been
completed, then requested a continued hold to burn off fuel while
contacting company maintenance. The company's suggestions
likewise failed to retract or extend the nose gear, so the crew
continued to hold while consuming more fuel, briefing the
passengers, and reviewing emergency procedures for a gear-up
landing and subsequent evacuation.
Company dispatch suggested landing at Fort Lauderdale, but
storms were passing through and its runways were wet. Instead,
the crew decided to divert to the Southwest Florida International
Airport (RSW) in Fort Myers, already in sight from their holding
Continued on Next Page
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