Number 267
November 2001
“Hotspots” – On the Ground and in the Air
Training doesn’t always keep pace with changes in aviation publications, as two seasoned maintenance technicians discovered during taxi of an aircraft from the maintenance base to the terminal at a major airport. From the report filed with ASRS by the lead technician: technicians then intervened and informed us that they were still at work on the wings. In reality, the signaling ground person was a fueler that was not aware of the work being done on the other side of the aircraft. Nor was he aware of the potentially dangerous condition that existed. Unfortunately, his proximity, gestures, and timing all fit the circumstances and his actions were mistaken [by the flight crew] for those of a maintenance technician summoning assistance from the cockpit, which is a common scenario. It is obvious, in hindsight, that more positive communication was needed. It’s hard to know what the reporter meant by “normal” placards. In this situation, maintenance technicians should have pulled the circuit breakers on the flaps and hydraulics, and placarded the breakers and flap handle to prevent activation of the flight controls.
s A recent runway incursion at international airport by two veteran aircraft maintenance technicians taxiing a B747-200 could have been avoided had the technicians been made aware of recent changes in the [commercial] chart for the airport.
The two technicians were unaware that they were taxiing into a hazardous intersection deemed a “Hotspot” on the new [commercial airport] chart for 2001… These two veteran technicians had recently attended a citysanctioned airport familiarization class mandatory to all airmen taxiing aircraft at the airport. The city’s curriculum never covered the airport’s…historically, and now identified, Hotspots! The city needs to replace their outdated curriculum on airport familiarization and provide one for airmen that taxi aircraft, and not truck drivers... Current commercial charts for this airport clearly show the runway incursion Hotspots as circled areas on the airport diagram. In a callback conversation with ASRS analysts, this reporter added that the runway incursion occurred at a poorly lighted taxiway and runway intersection. NOTAMS and updated airport charts had not been entered in the mandatory maintenance technicians reading file.
E n h a n c e d Class B Airspace
A general aviation pilot discovered that recent FAA changes to VFR flight rules governing flight in Class B airspace outpaced the pilot’s checking of NOTAMS:
Right Spot, Bad Timing
When fuelers and maintenance technicians are servicing the same aircraft, positive communications are needed to safely coordinate the work. A B727 flight crew report to ASRS explains:
s I was bringing my airplane back [from airport] after being grounded by recent [terrorist] incidents. Using my GPS only at 2,300 feet it indicated I was clear of Class B airspace. I was, however, in the new extended [Class B] airspace... I reported to ATC Chief upon landing… I was told that I was being warned to check NOTAMS and comply in the future…
The latest airspace update information is available from this FAA web site: http://www.faa.gov/apa/update.htm. Enhanced Class B airspace is at least a 20-nautical-mile (22.7 statute mile) radius around a major airport and extends from the ground to 18,000 feet. Under newly revised Visual Flight Rules, aircraft with encoding transponders will be able to fly VFR in the Enhanced Class B airspace around designated major metropolitan areas. Pilots of aircraft with radio capability are instructed to monitor the guard frequency (121.5 MHz) while in Enhanced Class B airspace. Aircraft without transponders will be able to fly in Enhanced Class B if pilots first obtain a waiver.
s During the first flight of the day cockpit setup, I
observed that work was being done on the flight controls. All placards were normal. Ten minutes into ground operations, a ground personnel [employee] attracted my attention from outside the First Officer’s window making gestures interpreted as “raise the flaps.” After verbally confirming his intentions and verbally clearing the area with ground personnel, he again made the upward gestures and I took steps to raise the flaps. Maintenance
ASRS Recently Issued Alerts On…
MD87/90 horizontal stabilizer jackscrew maintenance “Hold short” clearance incidents at an East Coast airport Lack of protective containers for oxygen bottle shipments Jet blast from aircraft between runways at a major airport Frequency problems related to an ATC facility’s outages
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/
September 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1719 619 37 139 2514
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_267.pdf
November 2001
“Hotspots” – On the Ground and in the Air
Training doesn’t always keep pace with changes in aviation publications, as two seasoned maintenance technicians discovered during taxi of an aircraft from the maintenance base to the terminal at a major airport. From the report filed with ASRS by the lead technician: technicians then intervened and informed us that they were still at work on the wings. In reality, the signaling ground person was a fueler that was not aware of the work being done on the other side of the aircraft. Nor was he aware of the potentially dangerous condition that existed. Unfortunately, his proximity, gestures, and timing all fit the circumstances and his actions were mistaken [by the flight crew] for those of a maintenance technician summoning assistance from the cockpit, which is a common scenario. It is obvious, in hindsight, that more positive communication was needed. It’s hard to know what the reporter meant by “normal” placards. In this situation, maintenance technicians should have pulled the circuit breakers on the flaps and hydraulics, and placarded the breakers and flap handle to prevent activation of the flight controls.
s A recent runway incursion at international airport by two veteran aircraft maintenance technicians taxiing a B747-200 could have been avoided had the technicians been made aware of recent changes in the [commercial] chart for the airport.
The two technicians were unaware that they were taxiing into a hazardous intersection deemed a “Hotspot” on the new [commercial airport] chart for 2001… These two veteran technicians had recently attended a citysanctioned airport familiarization class mandatory to all airmen taxiing aircraft at the airport. The city’s curriculum never covered the airport’s…historically, and now identified, Hotspots! The city needs to replace their outdated curriculum on airport familiarization and provide one for airmen that taxi aircraft, and not truck drivers... Current commercial charts for this airport clearly show the runway incursion Hotspots as circled areas on the airport diagram. In a callback conversation with ASRS analysts, this reporter added that the runway incursion occurred at a poorly lighted taxiway and runway intersection. NOTAMS and updated airport charts had not been entered in the mandatory maintenance technicians reading file.
E n h a n c e d Class B Airspace
A general aviation pilot discovered that recent FAA changes to VFR flight rules governing flight in Class B airspace outpaced the pilot’s checking of NOTAMS:
Right Spot, Bad Timing
When fuelers and maintenance technicians are servicing the same aircraft, positive communications are needed to safely coordinate the work. A B727 flight crew report to ASRS explains:
s I was bringing my airplane back [from airport] after being grounded by recent [terrorist] incidents. Using my GPS only at 2,300 feet it indicated I was clear of Class B airspace. I was, however, in the new extended [Class B] airspace... I reported to ATC Chief upon landing… I was told that I was being warned to check NOTAMS and comply in the future…
The latest airspace update information is available from this FAA web site: http://www.faa.gov/apa/update.htm. Enhanced Class B airspace is at least a 20-nautical-mile (22.7 statute mile) radius around a major airport and extends from the ground to 18,000 feet. Under newly revised Visual Flight Rules, aircraft with encoding transponders will be able to fly VFR in the Enhanced Class B airspace around designated major metropolitan areas. Pilots of aircraft with radio capability are instructed to monitor the guard frequency (121.5 MHz) while in Enhanced Class B airspace. Aircraft without transponders will be able to fly in Enhanced Class B if pilots first obtain a waiver.
s During the first flight of the day cockpit setup, I
observed that work was being done on the flight controls. All placards were normal. Ten minutes into ground operations, a ground personnel [employee] attracted my attention from outside the First Officer’s window making gestures interpreted as “raise the flaps.” After verbally confirming his intentions and verbally clearing the area with ground personnel, he again made the upward gestures and I took steps to raise the flaps. Maintenance
ASRS Recently Issued Alerts On…
MD87/90 horizontal stabilizer jackscrew maintenance “Hold short” clearance incidents at an East Coast airport Lack of protective containers for oxygen bottle shipments Jet blast from aircraft between runways at a major airport Frequency problems related to an ATC facility’s outages
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/
September 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1719 619 37 139 2514
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_267.pdf
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