1) More Wingtip Strikes. Maine recently lost the use of one of their C-172s when it was being taxied in the tie-down area and struck a camper top on a pickup truck. Initially thought to be an incident, the FAA inspected the inside of the wing and due to spar damage reclassified this mishap as an accident – with a high-end estimate of $10,000. Wingtip mishaps are identified as a trend in the 1997 Analysis of CAP Mishaps. Safe taxi operations should be an emphasis item during upgrade training and every flight mission briefing. Take a close look at the areas you normally taxi in and see if you can identify the hazards before you find them with a wingtip!

Source CAP Safety Newsletter, Feb 98 Initial ________

2) Thinking about spraying a little WD-40 on that electric motor or switch? Better turn off the power first or you may be in for a nasty injury. What's the problem? A lot of manufacturers of pressurized spray cans have stopped using Freon because of federal and state restrictions. Instead, many are using propane -- an extremely flammable alternative. There have already been several documented incidents where explosions have occurred because the cans were sprayed near, or came into contact with, energized electrical components. These have caused serious injuries to users and bystanders. Because of this danger, many manufacturers, including the manufacturer of WD-40, have switched to carbon dioxide (CO2) as a propellant. There may still, however, be spray cans using propane around your work area or home. So how can you tell? Prior to using a spray can, take a look at the contents. If it lists propane, then don't spray the contents near live electrical circuits, in places where static electricity may be present or near an open flame.

Source CAP Safety Newsletter, Feb 98 Initial ________

3) If the Shoe Fits. I set out to fly...to brush up on cross-wind taxi/takeoff/landing procedures. On the second landing, while in the flare, my left shoe fell off while applying left rudder. The shoe landed in front of the left rudder pedal and heel brake. The right crosswind started to pivot the aircraft to the right, and I discovered the shoe blocked access to the left rudder pedal and brake. Without left rudder capability, I was unable to prevent the aircraft from turning right into the wind. The aircraft departed the runway to the right onto a level grass area. I finally kicked the shoe free of the pedals and braked to a stop with one shoe off, one shoe on. Taxied back to the ramp and shut down for a thorough inspection. No damage to aircraft or airport property. Despite nearly 20 years experience, I was unable to overcome the effects on an errant shoe on a crosswind landing. In the future, I will pay more attention to the fit of my shoes before commencing flight.

Source ASRS Callback, March, 1998 Initial ________

4) [The] aircraft had not been flown in two months and had been stored outdoors, so a thorough pre-flight was completed. The wing tanks were three-quarters full and [the sumps] were drained twice. The gascolator was fully drained and checked for water and contaminants. Shortly after takeoff, Departure Control indicated that the aircraft's transponder was inoperative, and requested that we return to the airport. During the approach, an extended slip was used due to right crosswinds. Taxiing to the hangar, the engine quit and would not restart. The aircraft was manually pushed to the hangar area. Examination of the fuel tanks, fuel line, gascolator, and carburetor fuel bowl revealed water in all areas. After draining, the engine restarted easily. With a history of damage to the left wing, one or both fuel tanks may have become warped or wavy, allowing water to collect at points other than the fuel drains. This allowed water to remain undetected. Although it is not recommended in the pilot's operating handbook, rocking the aircraft wings during aircraft pre-flight might move any distributed water to the fuel drain.

Source ASRS Callback, March, 1997 Initial ________