Number 249
March 2000
Margins of Safety
Air Traffic Controllers are an integral part of most aviation operations, but may sometimes lag flight crews in being informed about aircraft-specific procedural changes. ASRS recently became aware of one such change affecting Boeing 737 aircraft through the following pilot report: The controller could not understand why we did not wish to fly at 25 miles from the airport, with landing gear down at flaps 15º and 170 knots. It is important to note that there was a 22-knot tailwind on the approach, all the way down to 400 feet AGL… No wonder that ATC had a 25mile final approach course… We were at close to our maximum landing weight, too. This was a major distraction [controller questioning] to me, and increased my workload. We did slow to 180 knots, 25 miles from the airport… Pilot concurrence is required to slow below 210 knots when greater than 20 miles from the airport. I would much rather be taken out farther on a vector for spacing, or hold, than to have a jet transport, fully configured for landing more than 25 miles from the airport… I am recommending [that] an awareness program for ATC controllers be initiated regarding increased B-737 maneuver speeds, particularly at high aircraft gross weights. In May 1999, following an industry/government evaluation, the Boeing Company issued recommended increases in maneuvering speeds for the B-737-100 through 500 series aircraft by means of Operations Manual Bulletin TBCE-11. The main effect of these changes was to increase aircraft maneuvering speeds 10 knots for approach and landing at flap settings UP through 10 degrees. We hope our reporter’s heads-up about the revised B-737 maneuvering limits will help get the word out to the ATC community.
I Relatively recently, as a result of the B-737 rudder problem, air maneuvering speeds [for company B-737s] have been increased by as much as 20 knots. So a heavy B-737-400, e.g., 119,000 pounds, has a minimum maneuvering speed of 180 knots, at flaps 10º. To fly any slower would require that the landing gear be extended prior to any flap setting greater than 10º of flap being selected (or the gear warning sounds continuously and cannot be silenced).
Tonight, on being vectored for an ILS approach to Runway 36L, we were instructed to slow to 170 knots while more than 20 miles from the airport. We requested to maintain our minimum “clean,” flaps-ups maneuvering speed of 230 knots (until within 20 miles of the airport). The controller acknowledged our request and vectored us farther out to allow for more spacing. Upon being turned over to the final approach controller, still 26 miles from the airport on a left base leg for Runway 36L, we were again instructed to slow to 170 knots. We advised the controller that our minimum maneuver speed would be 180 knots, until within 10 miles of the airport (the point at which it would be somewhat realistic to put the landing gear down, and then additional flaps, allowing a slower speed).
Cellular Resource Management
Commercial airline passengers are reminded during every preflight briefing to turn off electronic devices that may interfere with aircraft systems – including cell phones. Now here’s a report that suggests what’s good for the cabin, is good for the cockpit, too. point about how to join the transition and told the Captain. He turned the wrong way. ATC asked what radial we were trying to join… They told us to turn right to 140º to continue the SID and to call Approach once on the ground. This would never have happened if the Captain had not been in such a hurry to get going, AND if he had been paying attention to flying duties while taxiing out, instead of talking on his cell phone… We’re sure this type of event is rare, but it nonetheless illustrates the importance of effective cockpit management skills (and training). In effective CRM, flight crews make flying duties their first priority, and First Officers participate constructively in resolving problems.
I The Captain filed the flight plan late so I could not pick up the clearance until just before the passengers showed up. We were issued the SID with transition. I did not have time to look up the SID because the Captain was in a hurry to taxi out. He was making calls on a cell phone while he taxied out so I still could not talk to him. Tower put us in position and hold on Runway 30L while I yelled for the Captain to turn off his cell phone. He finally did when they cleared us for takeoff. We never did brief the takeoff or the SID.
Once airborne, the Captain asked me what we were supposed to do. I tried reading the text and gave him some of the instructions as I read them. I got confused at one
ASRS Recently Issued Alerts On…
A discrepancy in deferral of ATR-42 MEL items Airborne conflicts in a Caribbean holding pattern B737-200 uncommanded rudder movement incident Passenger stratagems for disabling lav smoke detectors B737-400 maneuvering speed limitations in Terminal Area
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
January 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2010 481 64 170 2725
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_249.pdf
March 2000
Margins of Safety
Air Traffic Controllers are an integral part of most aviation operations, but may sometimes lag flight crews in being informed about aircraft-specific procedural changes. ASRS recently became aware of one such change affecting Boeing 737 aircraft through the following pilot report: The controller could not understand why we did not wish to fly at 25 miles from the airport, with landing gear down at flaps 15º and 170 knots. It is important to note that there was a 22-knot tailwind on the approach, all the way down to 400 feet AGL… No wonder that ATC had a 25mile final approach course… We were at close to our maximum landing weight, too. This was a major distraction [controller questioning] to me, and increased my workload. We did slow to 180 knots, 25 miles from the airport… Pilot concurrence is required to slow below 210 knots when greater than 20 miles from the airport. I would much rather be taken out farther on a vector for spacing, or hold, than to have a jet transport, fully configured for landing more than 25 miles from the airport… I am recommending [that] an awareness program for ATC controllers be initiated regarding increased B-737 maneuver speeds, particularly at high aircraft gross weights. In May 1999, following an industry/government evaluation, the Boeing Company issued recommended increases in maneuvering speeds for the B-737-100 through 500 series aircraft by means of Operations Manual Bulletin TBCE-11. The main effect of these changes was to increase aircraft maneuvering speeds 10 knots for approach and landing at flap settings UP through 10 degrees. We hope our reporter’s heads-up about the revised B-737 maneuvering limits will help get the word out to the ATC community.
I Relatively recently, as a result of the B-737 rudder problem, air maneuvering speeds [for company B-737s] have been increased by as much as 20 knots. So a heavy B-737-400, e.g., 119,000 pounds, has a minimum maneuvering speed of 180 knots, at flaps 10º. To fly any slower would require that the landing gear be extended prior to any flap setting greater than 10º of flap being selected (or the gear warning sounds continuously and cannot be silenced).
Tonight, on being vectored for an ILS approach to Runway 36L, we were instructed to slow to 170 knots while more than 20 miles from the airport. We requested to maintain our minimum “clean,” flaps-ups maneuvering speed of 230 knots (until within 20 miles of the airport). The controller acknowledged our request and vectored us farther out to allow for more spacing. Upon being turned over to the final approach controller, still 26 miles from the airport on a left base leg for Runway 36L, we were again instructed to slow to 170 knots. We advised the controller that our minimum maneuver speed would be 180 knots, until within 10 miles of the airport (the point at which it would be somewhat realistic to put the landing gear down, and then additional flaps, allowing a slower speed).
Cellular Resource Management
Commercial airline passengers are reminded during every preflight briefing to turn off electronic devices that may interfere with aircraft systems – including cell phones. Now here’s a report that suggests what’s good for the cabin, is good for the cockpit, too. point about how to join the transition and told the Captain. He turned the wrong way. ATC asked what radial we were trying to join… They told us to turn right to 140º to continue the SID and to call Approach once on the ground. This would never have happened if the Captain had not been in such a hurry to get going, AND if he had been paying attention to flying duties while taxiing out, instead of talking on his cell phone… We’re sure this type of event is rare, but it nonetheless illustrates the importance of effective cockpit management skills (and training). In effective CRM, flight crews make flying duties their first priority, and First Officers participate constructively in resolving problems.
I The Captain filed the flight plan late so I could not pick up the clearance until just before the passengers showed up. We were issued the SID with transition. I did not have time to look up the SID because the Captain was in a hurry to taxi out. He was making calls on a cell phone while he taxied out so I still could not talk to him. Tower put us in position and hold on Runway 30L while I yelled for the Captain to turn off his cell phone. He finally did when they cleared us for takeoff. We never did brief the takeoff or the SID.
Once airborne, the Captain asked me what we were supposed to do. I tried reading the text and gave him some of the instructions as I read them. I got confused at one
ASRS Recently Issued Alerts On…
A discrepancy in deferral of ATR-42 MEL items Airborne conflicts in a Caribbean holding pattern B737-200 uncommanded rudder movement incident Passenger stratagems for disabling lav smoke detectors B737-400 maneuvering speed limitations in Terminal Area
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
January 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2010 481 64 170 2725
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_249.pdf
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