Number 261
May 2001
Unruly Passengers – Déjà Vu
The April 2000 (#250) issue of CALLBACK featured an article on the adverse effects of passenger misconduct on flight crews. Included was an ASRS report about a drunken passenger carried on board an airliner in a wheelchair by the airline’s passenger assistance staff. The Captain involved in this incident commented: him coffee and he’d be fine. I didn’t like that answer so I voiced my concerns to the Captain and the passenger was removed. The crew’s response in this situation was “right on.” FAR 121.575(c) states, “No certificate holder may allow any person to board any of its aircraft if that person appears to be intoxicated.” A 1998 ASRS study on passenger misconduct incidents concluded that passengers should be monitored for intoxication and erratic behavior prior to boarding, and denied boarding if their behavior appears likely to pose a safety hazard during flight. Another recent incident reported to ASRS by an air carrier Captain involved an altitude deviation related to a passenger disturbance:
s Someone needs to counsel these people that while their
job may be to assist passengers, it is not to assist drunk passengers on the airplanes. I feel that if a guy is too drunk to walk on the airplane, then he is too drunk to ride for 2-1/2 hours on the same full airplane. Unfortunately, that report wasn’t an isolated incident. ASRS recently received a report submitted by a Flight Attendant describing an almost identical event:
s I was walking through the cabin checking carry-on
bags when the involved passenger asked me where his bags were. I had a difficult time understanding him because he was slurring his words... He became confrontational. I then went to the First Class galley and asked the #1 [Flight Attendant] if he knew what was going on. He didn’t, but the greeting Flight Attendant did. He said he [the passenger] was too drunk to walk, so he was boarded with a wheelchair. I questioned why we were taking a passenger who was obviously intoxicated and was told by ground personnel not to worry about it, they gave
s During descent my First Officer was tending to a
belligerent passenger. I was flying and executing clearances single pilot. At 10,700 feet Center instructed me to level at 11,000 feet. I complied.… It was unclear to me whether we were cleared to 11,000 feet or 10,000 feet. I debriefed Center and they said everything was OK. Flight crews involved in similar situations may want to consider notifying ATC of the single-pilot cockpit operation while internal flight problems are being resolved.
“A Tight 360”
Single-pilot operations can also challenge General Aviation pilots, particularly when the flight occurs at night in Instrument Meteorological Conditions, and the pilot is experiencing subtle physical incapacitation. A GA pilot described an episode of spatial disorientation that occurred while attempting to respond to an ATC instruction. • Pilot was fatigued after 6 hours of flight and attack of shingles. • Pilot should have refused ATC request for a “tight 360.” (I question the wisdom of 360° turns at night during an ILS approach at any time.) • Recovery was delayed by not being on critical instruments while attempting to get Flight Director to make the 360 and not lose positional awareness relative to ILS course. • Recent experience not adequate for 360’s at night in IMC. The reporter had flown only a few hours in the last 90 days before the incident occurred. In hindsight, a safer response would have been to inform ATC, “unable 360.”
s [During] ILS approach at night in IMC, allowed
the aircraft to reach a 60-degree bank before recovery in attempt to comply with ATC request for a “tight 360.” Did not complete 360° turn. After recovery from unusual attitude, rejoined localizer to airport, switched to local advisory service…without properly canceling IFR clearance after entering VFR conditions. The pilot listed contributing factors in the continuation to his report:
ASRS Recently Issued Alerts On…
Bleed duct clamp failure on a EMB-145LR Signage and marking at a South American airport Failures of GE CT7-9B2 tailpipe temperature sensors B767-300 inflight smoke caused by a standby AC inverter Maintenance-related B717 thrust reverser incident inflight
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/
March 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2503 582 85 191 3361
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_261.pdf
May 2001
Unruly Passengers – Déjà Vu
The April 2000 (#250) issue of CALLBACK featured an article on the adverse effects of passenger misconduct on flight crews. Included was an ASRS report about a drunken passenger carried on board an airliner in a wheelchair by the airline’s passenger assistance staff. The Captain involved in this incident commented: him coffee and he’d be fine. I didn’t like that answer so I voiced my concerns to the Captain and the passenger was removed. The crew’s response in this situation was “right on.” FAR 121.575(c) states, “No certificate holder may allow any person to board any of its aircraft if that person appears to be intoxicated.” A 1998 ASRS study on passenger misconduct incidents concluded that passengers should be monitored for intoxication and erratic behavior prior to boarding, and denied boarding if their behavior appears likely to pose a safety hazard during flight. Another recent incident reported to ASRS by an air carrier Captain involved an altitude deviation related to a passenger disturbance:
s Someone needs to counsel these people that while their
job may be to assist passengers, it is not to assist drunk passengers on the airplanes. I feel that if a guy is too drunk to walk on the airplane, then he is too drunk to ride for 2-1/2 hours on the same full airplane. Unfortunately, that report wasn’t an isolated incident. ASRS recently received a report submitted by a Flight Attendant describing an almost identical event:
s I was walking through the cabin checking carry-on
bags when the involved passenger asked me where his bags were. I had a difficult time understanding him because he was slurring his words... He became confrontational. I then went to the First Class galley and asked the #1 [Flight Attendant] if he knew what was going on. He didn’t, but the greeting Flight Attendant did. He said he [the passenger] was too drunk to walk, so he was boarded with a wheelchair. I questioned why we were taking a passenger who was obviously intoxicated and was told by ground personnel not to worry about it, they gave
s During descent my First Officer was tending to a
belligerent passenger. I was flying and executing clearances single pilot. At 10,700 feet Center instructed me to level at 11,000 feet. I complied.… It was unclear to me whether we were cleared to 11,000 feet or 10,000 feet. I debriefed Center and they said everything was OK. Flight crews involved in similar situations may want to consider notifying ATC of the single-pilot cockpit operation while internal flight problems are being resolved.
“A Tight 360”
Single-pilot operations can also challenge General Aviation pilots, particularly when the flight occurs at night in Instrument Meteorological Conditions, and the pilot is experiencing subtle physical incapacitation. A GA pilot described an episode of spatial disorientation that occurred while attempting to respond to an ATC instruction. • Pilot was fatigued after 6 hours of flight and attack of shingles. • Pilot should have refused ATC request for a “tight 360.” (I question the wisdom of 360° turns at night during an ILS approach at any time.) • Recovery was delayed by not being on critical instruments while attempting to get Flight Director to make the 360 and not lose positional awareness relative to ILS course. • Recent experience not adequate for 360’s at night in IMC. The reporter had flown only a few hours in the last 90 days before the incident occurred. In hindsight, a safer response would have been to inform ATC, “unable 360.”
s [During] ILS approach at night in IMC, allowed
the aircraft to reach a 60-degree bank before recovery in attempt to comply with ATC request for a “tight 360.” Did not complete 360° turn. After recovery from unusual attitude, rejoined localizer to airport, switched to local advisory service…without properly canceling IFR clearance after entering VFR conditions. The pilot listed contributing factors in the continuation to his report:
ASRS Recently Issued Alerts On…
Bleed duct clamp failure on a EMB-145LR Signage and marking at a South American airport Failures of GE CT7-9B2 tailpipe temperature sensors B767-300 inflight smoke caused by a standby AC inverter Maintenance-related B717 thrust reverser incident inflight
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/
March 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2503 582 85 191 3361
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_261.pdf
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