Number 226
April 1998
The Maladies of Spring
Blossom by blossom the spring begins–and bursts forth into allergies, sniffles, and the last flushes of flu across the land. Several ASRS reporters affected by these and other seasonal maladies share their stories of how the autopilot played a (mostly) saving role in their flights. We begin with an air taxi pilot’s drowsy experience aloft. According to the reporter, on the back of the sunscreen container–in fine print–was a warning to avoid eye contact with the contents. He told ASRS that he remembered reading the warning before the flight, but never considered the possibility of perspiration causing eye contact with the sunscreen lotion ingredients. The reporter felt that there should be a stronger and more complete warning on the container. He knew of another pilot who had a similar experience, using the same sunscreen lotion.
s VFR flight at 3,000 feet to avoid headwinds. I had been up all night with the flu and was more tired than I thought. The autopilot was on and was going direct [using] GPS. I fell asleep about 40 miles out and woke up 15 minutes later over the airport. I did not know what to do or who to call, so I deviated to a lower altitude. I circled to the south of the airport, at which point I made a call to Approach Control, received a clearance for Runway 27 and landed without any trouble. I spoke to nobody about this incident. Approach, Tower, and Ground Control made no comment to me at any time. Cause–flying while ill and tired–resulted in falling asleep. Remedy–being more cautious about health concerns and not flying if needed.
This reporter was lucky that ATC didn’t get upset over the unauthorized penetration of Class B and D airspace. His remedy is on target, and we hope he and others will practice it in the future.
Schnooked by the Schnozzle
The late Jimmy (“The Schnozz”) Durante might have appreciated this report from a Captain with a new First Officer on board, who found that sneezing at the wrong time had unforeseen consequences:
s I was doing IOE [Initial Operating Experience] with a
new First Officer. I had turned off the Flight Director and autoflight systems except autothrottle was engaged. Cleared altitude was FL220. Approaching level-off with normal rate of climb I had a violent sneeze. I was unable to lower the nose promptly for level-off. Maximum altitude reached...was 22,300. While descending...TCAS II gave us an RA [Resolution Advisory]. The autopilot was unfortunately disengaged before the Captain’s “nose over,” which led to the altitude bust and traffic conflict.
Flying Blind
A General Aviation pilot sensitive to sun exposure took the precaution of applying a sunscreen lotion before flying over a desert area. But as the cockpit became warm, he started to perspire. Then began a horrific experience…
s At 7,500 feet on a heading to the East...my eyes started reacting in a very violent way to the sun lotion that I had applied to my face prior to takeoff. The allergic reaction resulted in at least 5-8 minutes of total blindness. I just managed to set the autopilot on a heading away from the high terrain to the East. On partial recovery of sight, I found that I had intruded into a [Restricted Area].
During a callback conversation with an ASRS analyst, the reporter stated that when the sunscreen lotion ran into his eyes, he experienced sharp pains and loss of vision in both eyes. Fortunately, he was able to put the aircraft on autopilot. The reporter recalled that he had placed a can of soda in the cockpit. He managed to find the soda and pour it on one eye, while wiping the eye with a tissue until it became usable. He ran out of soda, but then saw a container of water, which he used to clean the other eye. After he had recovered his sight, he checked his position and discovered that he had overflown a turn point and was now inside a Restricted Area. He called the Center controller, who vectored him clear and on course.
“…And I was the April Fool”
A report from a Captain having a really bad day:
s Tower cleared me for takeoff and maintain visual
separation with crossing traffic. (Confused), I read back position and hold, because I couldn’t yet see the traffic and I wasn’t sure I’d heard clearly “Cleared for takeoff.” [After takeoff], contacting Departure, I got 7,000 feet and runway heading. But when I got to the normal turn point, I turned. Departure caught it and turned me back to runway heading. Then a turn to intercept a radial, and I turned too far and overshot. While doing this, I climbed through 7,000 feet. At 7,200 feet, bless their forgiving hearts, they cleared me to 17,000. Fatigue, a dash of distraction, and I was the April Fool. Thanks to a busy ATC for being on the ball and keeping me out of trouble.
ASRS Recently Issued Alerts On...
Citation 750 inflight main gear door separation Conflicting graphic and narrative for a Colorado SID ATR-42 engine fire following ground propeller reversal Gulfstream III equipment failure due to failed electrical relay Airbus A-300 electrical failure attributed to an APU overload
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
February 1998 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1636 659 68 70
TOTAL
2433
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_226.pdf
April 1998
The Maladies of Spring
Blossom by blossom the spring begins–and bursts forth into allergies, sniffles, and the last flushes of flu across the land. Several ASRS reporters affected by these and other seasonal maladies share their stories of how the autopilot played a (mostly) saving role in their flights. We begin with an air taxi pilot’s drowsy experience aloft. According to the reporter, on the back of the sunscreen container–in fine print–was a warning to avoid eye contact with the contents. He told ASRS that he remembered reading the warning before the flight, but never considered the possibility of perspiration causing eye contact with the sunscreen lotion ingredients. The reporter felt that there should be a stronger and more complete warning on the container. He knew of another pilot who had a similar experience, using the same sunscreen lotion.
s VFR flight at 3,000 feet to avoid headwinds. I had been up all night with the flu and was more tired than I thought. The autopilot was on and was going direct [using] GPS. I fell asleep about 40 miles out and woke up 15 minutes later over the airport. I did not know what to do or who to call, so I deviated to a lower altitude. I circled to the south of the airport, at which point I made a call to Approach Control, received a clearance for Runway 27 and landed without any trouble. I spoke to nobody about this incident. Approach, Tower, and Ground Control made no comment to me at any time. Cause–flying while ill and tired–resulted in falling asleep. Remedy–being more cautious about health concerns and not flying if needed.
This reporter was lucky that ATC didn’t get upset over the unauthorized penetration of Class B and D airspace. His remedy is on target, and we hope he and others will practice it in the future.
Schnooked by the Schnozzle
The late Jimmy (“The Schnozz”) Durante might have appreciated this report from a Captain with a new First Officer on board, who found that sneezing at the wrong time had unforeseen consequences:
s I was doing IOE [Initial Operating Experience] with a
new First Officer. I had turned off the Flight Director and autoflight systems except autothrottle was engaged. Cleared altitude was FL220. Approaching level-off with normal rate of climb I had a violent sneeze. I was unable to lower the nose promptly for level-off. Maximum altitude reached...was 22,300. While descending...TCAS II gave us an RA [Resolution Advisory]. The autopilot was unfortunately disengaged before the Captain’s “nose over,” which led to the altitude bust and traffic conflict.
Flying Blind
A General Aviation pilot sensitive to sun exposure took the precaution of applying a sunscreen lotion before flying over a desert area. But as the cockpit became warm, he started to perspire. Then began a horrific experience…
s At 7,500 feet on a heading to the East...my eyes started reacting in a very violent way to the sun lotion that I had applied to my face prior to takeoff. The allergic reaction resulted in at least 5-8 minutes of total blindness. I just managed to set the autopilot on a heading away from the high terrain to the East. On partial recovery of sight, I found that I had intruded into a [Restricted Area].
During a callback conversation with an ASRS analyst, the reporter stated that when the sunscreen lotion ran into his eyes, he experienced sharp pains and loss of vision in both eyes. Fortunately, he was able to put the aircraft on autopilot. The reporter recalled that he had placed a can of soda in the cockpit. He managed to find the soda and pour it on one eye, while wiping the eye with a tissue until it became usable. He ran out of soda, but then saw a container of water, which he used to clean the other eye. After he had recovered his sight, he checked his position and discovered that he had overflown a turn point and was now inside a Restricted Area. He called the Center controller, who vectored him clear and on course.
“…And I was the April Fool”
A report from a Captain having a really bad day:
s Tower cleared me for takeoff and maintain visual
separation with crossing traffic. (Confused), I read back position and hold, because I couldn’t yet see the traffic and I wasn’t sure I’d heard clearly “Cleared for takeoff.” [After takeoff], contacting Departure, I got 7,000 feet and runway heading. But when I got to the normal turn point, I turned. Departure caught it and turned me back to runway heading. Then a turn to intercept a radial, and I turned too far and overshot. While doing this, I climbed through 7,000 feet. At 7,200 feet, bless their forgiving hearts, they cleared me to 17,000. Fatigue, a dash of distraction, and I was the April Fool. Thanks to a busy ATC for being on the ball and keeping me out of trouble.
ASRS Recently Issued Alerts On...
Citation 750 inflight main gear door separation Conflicting graphic and narrative for a Colorado SID ATR-42 engine fire following ground propeller reversal Gulfstream III equipment failure due to failed electrical relay Airbus A-300 electrical failure attributed to an APU overload
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
February 1998 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1636 659 68 70
TOTAL
2433
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_226.pdf
自定义标签： 
