A CE560 crew detected a burning odor in the cabin so an emergency was declared. The flight diverted and evacuated after landing. Later maintenance found a disconnected heating duct. Fatigue on this trip was major factor.
Synopsis
A CE560 crew detected a burning odor in the cabin so an emergency was declared. The flight diverted and evacuated after landing. Later maintenance found a disconnected heating duct. Fatigue on this trip was major factor.
Narrative
After a normal climb and level off; I got up to place some charts in the cabin. At this time I detected an odor of; what seemed like an electrical burning smell. I returned to the cockpit and alerted the Captain. The Captain then got up and went to the cabin; he returned to the cockpit and agreed that he too could smell an electrical burning odor. We then alerted ATC; declared an emergency; and were given vectors to a nearby airport. We landed; cleared the runway on the high speed; and evacuated the aircraft. Airport Rescue and Fire Fighter personnel checked the aircraft; they also noticed an electrical smell in the cabin and a light visible haze. At this time the Captain notified the company. The aircraft was the towed to the FBO. The outcome of this event was very positive with respect to the aircraft; but as you can well imagine these situations are some what stressful. I was amazed that the company quickly rescheduled us; with a rental car to a nearby major airport; along with standby duty at the airport until very early morning local. Under the circumstances; we had no choice but to request and unscheduled rest period.
Second reporter narrative
This report is about the most dangerous thing at the air carrier: absurd; unsafe; and unsupervised schedulers pushing pilots too far and causing serious fatigue issues. This report is the culmination of five days of unsafe scheduling practices with no regard for safety; human factors or human sleep rest cycles. Day 1: Mid morning local show; airline deadhead; rental car to another airport; then ferry to a midwest airport. We were delayed because no crew food arrived and we ended up landing several hours before midnight; already tired from the first day; which I awoke before sunrise local from my regular sleep/rest cycle. Day 2: scheduled early evening local show for two hour preflight go; ferry passenger pickup; depart there shortly before midnight with passengers to the east coast; thirty minute quick turn; took passengers to the Northeast arriving in the middle of the night. Awakened around five hours after arrival in a noisy hotel; toilets flushing; doors slamming and vacuums running. Since I can't command myself to sleep; no additional sleep was had. We left for the FBO late that afternoon. Having already been awake for 10.5 hours; and looking at the planned schedule; my partner and I called in fatigued and returned to the hotel. If we had completed the trip; we would have been awake for 19 hours upon landing!! Day 3: One of the worst safety related schedules I have ever encountered. I awoke again around mid morning again from another noisy hotel. Scheduled for a mid afternoon go; ferry to get passengers; and then fly passengers to the west coast. Another late night with two time zone shifts. Our scheduled arrival would have been early evening west coast or late evening central: or 16 hours 33 minutes awake upon landing. As fate would have it; we had a serious aircraft emergency and diverted. After a stressful landing and evacuation; scheduling sent us a brief for a rental car; then sit on as needed reserve until well after midnight. All this after our emergency. I think a night to decompress and debrief would have been appropriate. Day 4: Deadhead to the east coast. Mid afternoon local show; ground transportation to another airport then as needed reserve until well after midnight. Again with a wake up time shortly after sunrise. We arrived at the airport late evening and realized we were both tired and called in fatigued again. If we would have completed day four; we would have been up for twenty hours. First aviation is a busy place; and getting sleep in the pilot lounge is almost impossible. It's also hard to waken and immediately need to perform flight related duties. On the bus to the hotel we received the most absurd briefing yet; late evening show; as needed reserve duty until near sunrise the following morning. This prompted a call to the steward on duty who called the Assistant Chief Pilot: as now we are into punitive scheduling and a hostile work environment that goes unsupervised and un-checked. The Assistant Chief Pilot (ACP) called scheduling to tell them we could accept a noon show to complete our next day trip. Scheduling replied that they needed crews at night and we would be staying with a late evening show; but with a release time several hours after midnight. As I write this; it is mid afternoon at the our hotel. I was awakened by a loud hotel shortly after sunrise with many groups staying there. Despite a workout and attempts to nap; I cannot get any more rest. The ACP directed us to do our best tonight and but to stop immediately if we get tired tonight and call in fatigued if needed. I also explained to the ACP that tonight's mission was doubtful due to the late hours; so no one can say we did not give the company adequate notice. We now have a round trip scheduled to pick up a passenger with a one hour slide to return several hours after midnight this morning. Again; we have been up since shortly after sunrise. IS THIS SAFE? Why are pilots using the fatigue policy the only safety valve? WILL THIS ISSUE CONTRIBUTE OR CAUSE OUR NEXT CRASH? Time will tell! Supervise the schedulers! This is also a case study of failed leadership! It is obvious management refuses to make changes to unsafe scheduling practices. Pilots are called in to explain their actions or are subjected to punitive scheduling for calling in fatigued. Where is our leadership? The safety culture spoken of at this carrier is nothing more that lip service. If not for pilots calling in fatigue; no one else would do anything!!!
NASA callback
The Reporter stated that he submitted his report for two purposes. One was the fatigue factor caused by this trips schedule and the second was the emergency. He has determined that the odor he and the Captain detected was the result of hot air entering the aft cabin after a heating duct became disconnected. He is uncertain why it smelled so hot; but he still believes the crew's actions were most prudent.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.