Number 254
October 2000
Passenger ‘Saves’
Unruly and abusive passengers are getting a lot of media attention these days for their disruption of commercial flights. But ASRS also hears about unsung passenger heroes whose vigilance is responsible for bringing hazards to the attention of the crew. From holes to leaks to dings, passengers can provide early warning of aircraft equipment problems that might otherwise escape detection until a serious hazard develops. Some recent examples from ASRS files: Subsequently, during ground inspection following flight, [maintenance] found 2 turbine blades on the left engine with nicks in them. Lesson learned: sometimes a passenger may actually know what they are talking about – and we need to consider this information pertinent and act accordingly. Another incident shows how passenger observation can be a safety factor during crew swaps and aircraft changes.
s During taxi for takeoff, a storm passed over the field. When
the storm had passed we departed. During the storm, peasized hail fell intermittently. A passenger deplaning [at destination] remarked that there were dents and holes in the “flaps.” Maintenance was immediately notified and confirmed the passenger’s observation. In other cases, the timing of passenger input can pose a credibility problem for the flight crew:
s On descent, we were advised by our company that we
would have an unscheduled aircraft change [at destination]. When we arrived at our new aircraft, the Captain I was trading aircraft with advised me that the autopilot was inoperative. He also told me that a passenger had observed fluid coming from the right wing. He said he had called contract maintenance to inspect the wing. The other Captain then…wrote a discrepancy in the aircraft logbook describing what the passenger had seen, then departed to the aircraft that we had left at another gate. Approximately 10 minutes later, the mechanic came to the cockpit and informed me that there was fuel in a dry bay area on the right wing. I called our company maintenance control office and had the mechanic explain what he had found. After he had finished, our maintenance office informed me that the aircraft was Out of Service… Any leak in the forward wing upper surface pylon attach area is serious. The “other” Captain took the correct actions in documenting the problem and having the reported fluid leak checked.
s Just prior to takeoff, Flight Attendant notified us that a
passenger thought he may have seen a ‘hole’ in one of our turbine blades. This seemed impossible, as the engines were running at this time and a ‘hole’ would be impossible to see. After getting more information from the Attendant, the passenger stated he had seen this hole prior to engine start. Since 10 minutes had elapsed from engine start until the passenger actually said anything about this, it seemed illogical. If a passenger was truly concerned, it seemed they would have mentioned it immediately... Cockpit crew decided this was probably just another passenger “crying wolf” and elected to continue takeoff. All engine parameters were normal during the 2-1/2 hour flight.
Emergency Connections
The problem with new technology is that it often works in unexpected ways – or not at all. An air carrier Captain offers a thoughtful commentary on how an onboard medical emergency might have been more smoothly handled. and quickly, obtaining clinic concurrence prior to administering the drug, [and] making sure both pilots were attending to primary tasks. I set up the observer’s jackbox and had the Flight Attendant talk to the clinic on the #2 radio. This resulted in two inexperienced radio operators attempting to converse with each other. The process took too long, but the end result was satisfactory. If I had this situation again, I would use the Dispatcher to relay information to the [clinic] and then back to the aircraft… A possible drawback to using Dispatch to relay medical information is that ground-based medical personnel might find it difficult to evaluate indirect information. If time and equipment permit, a phone patch between assisting onboard medical personnel, Dispatch, and ground-based clinicians might be the most effective means of communication during an inflight medical emergency.
s Medical emergency at 12,000 feet MSL on STAR [arrival].
Lead Flight Attendant advised flight deck crew that a 10-yearold boy was experiencing an apparent severe allergic reaction. The Flight Attendants were being assisted by a Registered Nurse and wanted to administer [antihistamine]. Our new cabin “airphone” medical clinic contact did not work. I contacted our Flight Dispatcher on the radio and requested a phone patch to medical clinic. ATC was advised of our problem. We were now well into the approach phase below 10,000 feet, with the usual altitude and heading changes. We were IFR in the clouds. ATC assigned us Runway 30L to facilitate our arrival. I began to reprogram the approach…since we were initially assigned 30R. Considerations were getting the airplane on the ground safely
ASRS Recently Issued Alerts On…
A320 flight control flutter incident Reported laptop computer interference with navigation L25 Loss of pressurization attributed to door seal defect BE20 wheel bearing corrosion due to cleaning solution ATC response to a passenger misconduct emergency
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/
August 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2127 741 55 176 3099
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_254.pdf
October 2000
Passenger ‘Saves’
Unruly and abusive passengers are getting a lot of media attention these days for their disruption of commercial flights. But ASRS also hears about unsung passenger heroes whose vigilance is responsible for bringing hazards to the attention of the crew. From holes to leaks to dings, passengers can provide early warning of aircraft equipment problems that might otherwise escape detection until a serious hazard develops. Some recent examples from ASRS files: Subsequently, during ground inspection following flight, [maintenance] found 2 turbine blades on the left engine with nicks in them. Lesson learned: sometimes a passenger may actually know what they are talking about – and we need to consider this information pertinent and act accordingly. Another incident shows how passenger observation can be a safety factor during crew swaps and aircraft changes.
s During taxi for takeoff, a storm passed over the field. When
the storm had passed we departed. During the storm, peasized hail fell intermittently. A passenger deplaning [at destination] remarked that there were dents and holes in the “flaps.” Maintenance was immediately notified and confirmed the passenger’s observation. In other cases, the timing of passenger input can pose a credibility problem for the flight crew:
s On descent, we were advised by our company that we
would have an unscheduled aircraft change [at destination]. When we arrived at our new aircraft, the Captain I was trading aircraft with advised me that the autopilot was inoperative. He also told me that a passenger had observed fluid coming from the right wing. He said he had called contract maintenance to inspect the wing. The other Captain then…wrote a discrepancy in the aircraft logbook describing what the passenger had seen, then departed to the aircraft that we had left at another gate. Approximately 10 minutes later, the mechanic came to the cockpit and informed me that there was fuel in a dry bay area on the right wing. I called our company maintenance control office and had the mechanic explain what he had found. After he had finished, our maintenance office informed me that the aircraft was Out of Service… Any leak in the forward wing upper surface pylon attach area is serious. The “other” Captain took the correct actions in documenting the problem and having the reported fluid leak checked.
s Just prior to takeoff, Flight Attendant notified us that a
passenger thought he may have seen a ‘hole’ in one of our turbine blades. This seemed impossible, as the engines were running at this time and a ‘hole’ would be impossible to see. After getting more information from the Attendant, the passenger stated he had seen this hole prior to engine start. Since 10 minutes had elapsed from engine start until the passenger actually said anything about this, it seemed illogical. If a passenger was truly concerned, it seemed they would have mentioned it immediately... Cockpit crew decided this was probably just another passenger “crying wolf” and elected to continue takeoff. All engine parameters were normal during the 2-1/2 hour flight.
Emergency Connections
The problem with new technology is that it often works in unexpected ways – or not at all. An air carrier Captain offers a thoughtful commentary on how an onboard medical emergency might have been more smoothly handled. and quickly, obtaining clinic concurrence prior to administering the drug, [and] making sure both pilots were attending to primary tasks. I set up the observer’s jackbox and had the Flight Attendant talk to the clinic on the #2 radio. This resulted in two inexperienced radio operators attempting to converse with each other. The process took too long, but the end result was satisfactory. If I had this situation again, I would use the Dispatcher to relay information to the [clinic] and then back to the aircraft… A possible drawback to using Dispatch to relay medical information is that ground-based medical personnel might find it difficult to evaluate indirect information. If time and equipment permit, a phone patch between assisting onboard medical personnel, Dispatch, and ground-based clinicians might be the most effective means of communication during an inflight medical emergency.
s Medical emergency at 12,000 feet MSL on STAR [arrival].
Lead Flight Attendant advised flight deck crew that a 10-yearold boy was experiencing an apparent severe allergic reaction. The Flight Attendants were being assisted by a Registered Nurse and wanted to administer [antihistamine]. Our new cabin “airphone” medical clinic contact did not work. I contacted our Flight Dispatcher on the radio and requested a phone patch to medical clinic. ATC was advised of our problem. We were now well into the approach phase below 10,000 feet, with the usual altitude and heading changes. We were IFR in the clouds. ATC assigned us Runway 30L to facilitate our arrival. I began to reprogram the approach…since we were initially assigned 30R. Considerations were getting the airplane on the ground safely
ASRS Recently Issued Alerts On…
A320 flight control flutter incident Reported laptop computer interference with navigation L25 Loss of pressurization attributed to door seal defect BE20 wheel bearing corrosion due to cleaning solution ATC response to a passenger misconduct emergency
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/
August 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2127 741 55 176 3099
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_254.pdf
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