Number 262
June 2001
Pilot-ControllerCommunicationPointers
ASRS receives many communications-related incident reports that contain reporters’ suggestions for improving the communications flow between cockpit and ground. A recent controller’s report offers words of wisdom for pilots who monitor ATC frequencies en route, as well as a useful phraseology suggestion for controllers. traffic in sight less than 1/2 mile, “heading right at us at our altitude” (4,000 feet)… The pilot questioned how close the traffic came… We told him there was no transponder, no altitude. We tracked the primary target to a small airport. Before landing, the pilot asked Approach for a transponder check (his first contact with ATC since departing airport in another state). The pilot called us on the phone and said…he was monitoring the ATC frequency and “thought you might be talking about me after I saw the 727 go by.” Why the pilot monitored the frequency and never called us is beyond me. We could have avoided an NMAC... If the ATC service is there, use it! It’s less workload on ATC to track an aircraft and give an altimeter [setting] than constantly be issuing traffic “type and altitude unknown.” My technique, which I recommend, is to add the phraseology “no transponder” when making a [traffic] call to a TCAS-equipped aircraft… Adding “no transponder” gets everyone looking out the window instead of looking at a blank TCAS box.
s I was providing on-the-job training to a recently
transferred controller on Approach/Departure Control. Air carrier “X,” a B727, departed runway heading climbing to 3,000 feet. The air carrier checked in…and was assigned 8,000 and turned direct approximately 240° heading. I had been watching a primary target (no transponder) for a few miles that was now 6 nm due west of [air carrier’s departure airport], eastbound. I instructed the trainee to “issue the traffic.” The traffic was issued with air carrier “X” instructed to “stay on runway heading.” The pilot responded that they were heading 270° and asked if that would be OK. At first the trainee said 270° would avoid the traffic, then realized it would be too close and turned the air carrier back to 290°. Air carrier “X” then reported the
Night Flights Over City Lights
Nighttime approaches over the bright lights of large metropolitan areas offer visual orientation challenges that multiply if the area is unfamiliar, as discovered by this General Aviation pilot: Obviously, in retrospect, I hadn’t…recognized that the beacon was on the wrong side of the freeway for what I was calling the airport. As I approached the departure end of 19R/approach end of 1L, the controller recognized I was in the wrong position… Simultaneously I also recognized that I didn’t have the airport in sight and was actually setting up to land in some mud. The controller sent me around to downwind for 19L… Local landmarks to unfamiliar pilots should be a red flag to explicitly ask for vectors and be very clear to the controllers to follow [progress] carefully.
s Came from north with flight following under Class B.
Handed off to Tower to report at [a local landmark]. Acknowledged being unfamiliar and Tower instruction was to follow freeway and do a short approach to 19R. The freeway splits and I followed the southern branch – reporting in error, airport in sight. I thought the dark river valley south of the actual airport was the airport.
GotOxygen?
There’s the story about the little girl who misbehaved and was asked by her shocked mother, “Don’t you have manners?!” “Yes m’am, I have ‘em,” she replied, “I just don’t use ‘em.” That story came to mind when we read this First Officer’s report to the ASRS: Captain left his seat I began using supplemental oxygen by holding the mask to my face. The Captain returned to his seat two or three minutes later, at which time I discontinued use of supplemental oxygen. It was at this time [the inspector] inquired about my use of supplemental oxygen… According to the language of the FARs, oxygen masks should be “properly secured and sealed” – not held to the face with one hand. If you’ve got masks, use ‘em (properly).
s I was flying a rotation as part of my Initial Operating
Experience (IOE). I was acting as First Officer, Pilot Flying. FAA Aviation Inspector was riding the jump seat. Captain left the cockpit to use the lavatory. As soon as the
ASRS Recently Issued Alerts On…
Opening of a B727 aft cargo door in flight Partial deployment of a A320 thrust reverser in flight Runway incursion incident involving two passenger jets Taxiway capacity incident at a major West Coast airport Maintenance-related B737 forward access panel incident
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/
April 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2677 727 72 194 3670
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_262.pdf
June 2001
Pilot-ControllerCommunicationPointers
ASRS receives many communications-related incident reports that contain reporters’ suggestions for improving the communications flow between cockpit and ground. A recent controller’s report offers words of wisdom for pilots who monitor ATC frequencies en route, as well as a useful phraseology suggestion for controllers. traffic in sight less than 1/2 mile, “heading right at us at our altitude” (4,000 feet)… The pilot questioned how close the traffic came… We told him there was no transponder, no altitude. We tracked the primary target to a small airport. Before landing, the pilot asked Approach for a transponder check (his first contact with ATC since departing airport in another state). The pilot called us on the phone and said…he was monitoring the ATC frequency and “thought you might be talking about me after I saw the 727 go by.” Why the pilot monitored the frequency and never called us is beyond me. We could have avoided an NMAC... If the ATC service is there, use it! It’s less workload on ATC to track an aircraft and give an altimeter [setting] than constantly be issuing traffic “type and altitude unknown.” My technique, which I recommend, is to add the phraseology “no transponder” when making a [traffic] call to a TCAS-equipped aircraft… Adding “no transponder” gets everyone looking out the window instead of looking at a blank TCAS box.
s I was providing on-the-job training to a recently
transferred controller on Approach/Departure Control. Air carrier “X,” a B727, departed runway heading climbing to 3,000 feet. The air carrier checked in…and was assigned 8,000 and turned direct approximately 240° heading. I had been watching a primary target (no transponder) for a few miles that was now 6 nm due west of [air carrier’s departure airport], eastbound. I instructed the trainee to “issue the traffic.” The traffic was issued with air carrier “X” instructed to “stay on runway heading.” The pilot responded that they were heading 270° and asked if that would be OK. At first the trainee said 270° would avoid the traffic, then realized it would be too close and turned the air carrier back to 290°. Air carrier “X” then reported the
Night Flights Over City Lights
Nighttime approaches over the bright lights of large metropolitan areas offer visual orientation challenges that multiply if the area is unfamiliar, as discovered by this General Aviation pilot: Obviously, in retrospect, I hadn’t…recognized that the beacon was on the wrong side of the freeway for what I was calling the airport. As I approached the departure end of 19R/approach end of 1L, the controller recognized I was in the wrong position… Simultaneously I also recognized that I didn’t have the airport in sight and was actually setting up to land in some mud. The controller sent me around to downwind for 19L… Local landmarks to unfamiliar pilots should be a red flag to explicitly ask for vectors and be very clear to the controllers to follow [progress] carefully.
s Came from north with flight following under Class B.
Handed off to Tower to report at [a local landmark]. Acknowledged being unfamiliar and Tower instruction was to follow freeway and do a short approach to 19R. The freeway splits and I followed the southern branch – reporting in error, airport in sight. I thought the dark river valley south of the actual airport was the airport.
GotOxygen?
There’s the story about the little girl who misbehaved and was asked by her shocked mother, “Don’t you have manners?!” “Yes m’am, I have ‘em,” she replied, “I just don’t use ‘em.” That story came to mind when we read this First Officer’s report to the ASRS: Captain left his seat I began using supplemental oxygen by holding the mask to my face. The Captain returned to his seat two or three minutes later, at which time I discontinued use of supplemental oxygen. It was at this time [the inspector] inquired about my use of supplemental oxygen… According to the language of the FARs, oxygen masks should be “properly secured and sealed” – not held to the face with one hand. If you’ve got masks, use ‘em (properly).
s I was flying a rotation as part of my Initial Operating
Experience (IOE). I was acting as First Officer, Pilot Flying. FAA Aviation Inspector was riding the jump seat. Captain left the cockpit to use the lavatory. As soon as the
ASRS Recently Issued Alerts On…
Opening of a B727 aft cargo door in flight Partial deployment of a A320 thrust reverser in flight Runway incursion incident involving two passenger jets Taxiway capacity incident at a major West Coast airport Maintenance-related B737 forward access panel incident
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/
April 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2677 727 72 194 3670
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_262.pdf
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