Number 223
January 1998
Too-Close Encounters
Even with adequate supplementary lighting, flight crews need to allow an extra margin for error to accommodate the reduction in visual perception that occurs at night. An air carrier First Officer reports that on a well-lit ramp, the crew’s perception of the available parking space was still faulty: adds to the potential for misinterpretation of the visual cues. An air carrier Captain credits TCAS with accurately “seeing” conflicting traffic when the crew could not.
s While descending toward ABC, we were cleared
to…intercept the localizer course for Runway 30. Center then issued a VFR traffic advisory to us—a General Aviation airplane was also descending into ABC. The GA airplane was also advised that we were descending. [Each aircraft] reported the other aircraft in sight. Just prior to intercepting the localizer at 12,000 feet, we received a traffic alert from our TCAS. We still had a visual on the airplane, but it was difficult to ascertain his altitude or heading due to the darkness. Very quickly after that, the TCAS issued a resolution advisory to “descend, descend now!” We complied, increased our rate of descent, and turned right to avoid the target. I estimate that our aircraft passed within a half mile of each other and were separated by 100-200 feet vertically. At night, it is easy to misjudge the altitude and distance of closing aircraft. TCAS II is an excellent resource that can aid in determining aircraft position and rate of closure. However, pilots should also remember to ask ATC for specific assistance with aircraft separation. Brief queries directed to ATC—“Can you keep us informed on spacing?” or “What’s the altitude of our traffic?”—can help illuminate the traffic picture.
s After landing…we switched to Ramp Control…and
asked which taxiway they wanted us to use. Ramp Control advised us to use taxiway Z. As we approached the gate… it looked like we were getting very close to the side of the concrete wall that supports a walkway bridge over the taxiway. As we emerged on the other side of the walkway, I felt a slight bump. It felt like we had taxied over a drain grate. After we pulled into our assigned gate, one of the ramp personnel came to the flight deck and advised us that we had hit the bridge. We looked at the tail of the aircraft and could see what appeared to be some damage. The Captain went to call Flight Control. I walked to the bridge, where I was handed some pieces of the aircraft. The crew had NOTAMs indicating that the taxiway route was not safe for that size aircraft, and airport charts indicating maximum wingspan and tail height for clearance under the bridge. The reporter’s recognition that “we were getting very close” should have caused the crew to stop and question Ramp Control’s instructions. Altered visual perception at night may be even more troublesome in flight, where a third dimension–altitude–
ASRS Incident Reports Available at Web Site
On January 15, 1998, ASRS will begin offering a selection of incident reports at its Web site: http://olias.arc.nasa.gov/asrs. The reports will be grouped according to frequently requested database search topics. This new offering is intended to bring ASRS data to a wider user community, and to provide recent report samples relevant to users’ training and operational activities. Each report group (report “set”) will consist of 50 recent ASRS database reports that have been pre-screened to assure their relevance to the pre-selected topic description. They will be formatted for downloading into RTF (Rich Text Format), which can be read by most word processing applications and by many other programs, including spreadsheets. The reports sets will be updated quarterly. New topics will be added–and outdated topics removed–in response to input from the ASRS user community, and analysis of Web site usage. Following is a preliminary listing of the report topics that will be available in January 1998: ASRS Recently Issued Alerts On...
In-flight deployment of escape slide on a B-757-200 BE35 ruddervator attachment tabs and cables failure Fire hazard in a B-767 cabin video entertainment unit Localizer deflection caused by taxiing widebody aircraft Confusion over “fly direct” clearances in foreign airspace
• • • • • • • • • • • • • • • • •
Multi-Engine Turbojet Upset Incidents Wake Turbulence Incidents Controlled Flight Towards Terrain Incidents Checklist Incidents CRM-Related Incidents Commuter Flight Crew Fatigue Incidents Fuel Mismanagement Incidents General Aviation and Commuter Icing Incidents Pilot/Controller Communications Incidents Land and “Hold Short” Incidents Non-Tower Airport Incidents Inflight Weather Encounters Runway Incursions TCAS II Incidents Cabin Crew Incidents Mechanics Incidents Rotorcraft Incidents
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
November 1997 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1837 589 68 68
TOTAL
2562
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_223.pdf
January 1998
Too-Close Encounters
Even with adequate supplementary lighting, flight crews need to allow an extra margin for error to accommodate the reduction in visual perception that occurs at night. An air carrier First Officer reports that on a well-lit ramp, the crew’s perception of the available parking space was still faulty: adds to the potential for misinterpretation of the visual cues. An air carrier Captain credits TCAS with accurately “seeing” conflicting traffic when the crew could not.
s While descending toward ABC, we were cleared
to…intercept the localizer course for Runway 30. Center then issued a VFR traffic advisory to us—a General Aviation airplane was also descending into ABC. The GA airplane was also advised that we were descending. [Each aircraft] reported the other aircraft in sight. Just prior to intercepting the localizer at 12,000 feet, we received a traffic alert from our TCAS. We still had a visual on the airplane, but it was difficult to ascertain his altitude or heading due to the darkness. Very quickly after that, the TCAS issued a resolution advisory to “descend, descend now!” We complied, increased our rate of descent, and turned right to avoid the target. I estimate that our aircraft passed within a half mile of each other and were separated by 100-200 feet vertically. At night, it is easy to misjudge the altitude and distance of closing aircraft. TCAS II is an excellent resource that can aid in determining aircraft position and rate of closure. However, pilots should also remember to ask ATC for specific assistance with aircraft separation. Brief queries directed to ATC—“Can you keep us informed on spacing?” or “What’s the altitude of our traffic?”—can help illuminate the traffic picture.
s After landing…we switched to Ramp Control…and
asked which taxiway they wanted us to use. Ramp Control advised us to use taxiway Z. As we approached the gate… it looked like we were getting very close to the side of the concrete wall that supports a walkway bridge over the taxiway. As we emerged on the other side of the walkway, I felt a slight bump. It felt like we had taxied over a drain grate. After we pulled into our assigned gate, one of the ramp personnel came to the flight deck and advised us that we had hit the bridge. We looked at the tail of the aircraft and could see what appeared to be some damage. The Captain went to call Flight Control. I walked to the bridge, where I was handed some pieces of the aircraft. The crew had NOTAMs indicating that the taxiway route was not safe for that size aircraft, and airport charts indicating maximum wingspan and tail height for clearance under the bridge. The reporter’s recognition that “we were getting very close” should have caused the crew to stop and question Ramp Control’s instructions. Altered visual perception at night may be even more troublesome in flight, where a third dimension–altitude–
ASRS Incident Reports Available at Web Site
On January 15, 1998, ASRS will begin offering a selection of incident reports at its Web site: http://olias.arc.nasa.gov/asrs. The reports will be grouped according to frequently requested database search topics. This new offering is intended to bring ASRS data to a wider user community, and to provide recent report samples relevant to users’ training and operational activities. Each report group (report “set”) will consist of 50 recent ASRS database reports that have been pre-screened to assure their relevance to the pre-selected topic description. They will be formatted for downloading into RTF (Rich Text Format), which can be read by most word processing applications and by many other programs, including spreadsheets. The reports sets will be updated quarterly. New topics will be added–and outdated topics removed–in response to input from the ASRS user community, and analysis of Web site usage. Following is a preliminary listing of the report topics that will be available in January 1998: ASRS Recently Issued Alerts On...
In-flight deployment of escape slide on a B-757-200 BE35 ruddervator attachment tabs and cables failure Fire hazard in a B-767 cabin video entertainment unit Localizer deflection caused by taxiing widebody aircraft Confusion over “fly direct” clearances in foreign airspace
• • • • • • • • • • • • • • • • •
Multi-Engine Turbojet Upset Incidents Wake Turbulence Incidents Controlled Flight Towards Terrain Incidents Checklist Incidents CRM-Related Incidents Commuter Flight Crew Fatigue Incidents Fuel Mismanagement Incidents General Aviation and Commuter Icing Incidents Pilot/Controller Communications Incidents Land and “Hold Short” Incidents Non-Tower Airport Incidents Inflight Weather Encounters Runway Incursions TCAS II Incidents Cabin Crew Incidents Mechanics Incidents Rotorcraft Incidents
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
November 1997 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1837 589 68 68
TOTAL
2562
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_223.pdf
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