Number 276
August/September 2002
Tools of the Trade
A safe and efficient flight is a testimony to the combined talents of air traffic controllers, maintenance personnel, flight attendants, and pilots, and to their use of all the “tools” available to them. Having the right tools is essential, but knowing how to use them is the key to professional results.
Using Tools the Right Way
The Flight Management Computer (FMC) is a valuable tool which, when used properly, substantially reduces a flight crew’s workload. When not programmed correctly, particularly for the approach phase of a flight, it adds to the workload at a time when distractions can be critical.
“To do good work, one must first have good tools.” – Chinese proverb
The ASRS database holds more than 1,600 Reports related to TCAS Traffic Alerts and Resolution Advisories. A recent report shows how one flight crew made good use of this important safety tool prior to takeoff.
s Prior to [top of descent], we were cleared direct ALPHA
intersection. [Our] flight plan indicated direct [destination] after ALPHA. The expected arrival was entered in the FMC for an ALPHA Arrival with the BRAVO Transition… During descent after ALPHA, the aircraft turned for BRAVO VOR instead of direct [Destination]…There was much confusion with ATC regarding the reason for the turn. He thought it was for weather. [We were then] cleared direct to [destination] and proceeded on descent to landing. Placing an expected Arrival in the FMC helps reduce workload during descent, but if the route becomes activated before you are cleared by ATC, the workload you were trying to reduce becomes greater and the resulting confusion takes you away from “flying the aircraft.”
s We taxied to the approach end of Runway 22 and were
cleared by the Tower to taxi into position and hold… I stopped on the runway at a 45-degree angle to provide a view of the final approach to Runway 22 for the First Officer. I noticed an aircraft on TCAS which appeared to be on base [leg] at 1000 ft. AGL. I asked the First Officer to spot the aircraft. He said that the aircraft was turning Final... When the TCAS was indicating 700 and 500 [feet] for the aircraft on Final, I asked the First Officer if the aircraft was landing. He stated that it was still landing. I initiated a turn off the runway and advised the Tower that we were clearing the runway. Tower asked if we needed assistance. I stated, “No. I just didn’t want to sit on the runway with that aircraft on short final.” As I turned the aircraft around towards the runway, the other aircraft, a Learjet, landed on the runway exactly where we had been in position.
A Maintenance Misplacement
No job is complete until all the tools have been put away. As this B737 crew found, a set of misplaced tools could have “thrown a wrench in the works” when it came time for gear retraction.
“An Extra Pair of Eyes”
The pilot who submitted the next report shows how TCAS can be an extra “pair of eyes” in the cockpit – eyes not distracted by communications, checklists, FMC programming, weather, or…windscreen obstructions.
s The outbound aircraft had an open logbook item stating,
“Nosewheel continues to spin excessively after retraction.” Maintenance was to repair the item. Spacers were added to the nosewheel snubbers and the airplane was released from maintenance... The First Officer accomplished his walk around and reported finding a bag of tools in the nosewheel well. I inspected the tool bag which contained several wrenches, etc. It was located just below the scissor extension arm, a handy location to lay tools.
s ATC asked us to turn 15 degrees to the right for traffic.
Shortly thereafter, a yellow TA symbol appeared in the upper right portion of the TCAS II (approximately six mile range). TCAS II then went red and ordered a descent…I promptly [complied], disconnecting the autopilot to do so… The target was acquired visually off the left wingtip (approximately 5 miles distance using TCAS II). I climbed back to FL330 and re-engaged the autopilot. ATC was immediately notified of our actions… TCAS is a very good tool since we did not visually acquire the target right away at our same altitude. The windscreen post was in my way and I didn’t see [the traffic] until he moved past us laterally.
A Note to Our Readers
This is a combined August/September issue of CALLBACK. The next issue will be published in October 2002.
ASRS Recently Issued Alerts On…
ASR-9 false radar targets EMB145 false APU fire warnings An approach chart frequency error B757 wake turbulence separation incident Missing taxiway signs at an international airport
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/
June-July 2002 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 4310 1702 135 235 6382
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_276.pdf
August/September 2002
Tools of the Trade
A safe and efficient flight is a testimony to the combined talents of air traffic controllers, maintenance personnel, flight attendants, and pilots, and to their use of all the “tools” available to them. Having the right tools is essential, but knowing how to use them is the key to professional results.
Using Tools the Right Way
The Flight Management Computer (FMC) is a valuable tool which, when used properly, substantially reduces a flight crew’s workload. When not programmed correctly, particularly for the approach phase of a flight, it adds to the workload at a time when distractions can be critical.
“To do good work, one must first have good tools.” – Chinese proverb
The ASRS database holds more than 1,600 Reports related to TCAS Traffic Alerts and Resolution Advisories. A recent report shows how one flight crew made good use of this important safety tool prior to takeoff.
s Prior to [top of descent], we were cleared direct ALPHA
intersection. [Our] flight plan indicated direct [destination] after ALPHA. The expected arrival was entered in the FMC for an ALPHA Arrival with the BRAVO Transition… During descent after ALPHA, the aircraft turned for BRAVO VOR instead of direct [Destination]…There was much confusion with ATC regarding the reason for the turn. He thought it was for weather. [We were then] cleared direct to [destination] and proceeded on descent to landing. Placing an expected Arrival in the FMC helps reduce workload during descent, but if the route becomes activated before you are cleared by ATC, the workload you were trying to reduce becomes greater and the resulting confusion takes you away from “flying the aircraft.”
s We taxied to the approach end of Runway 22 and were
cleared by the Tower to taxi into position and hold… I stopped on the runway at a 45-degree angle to provide a view of the final approach to Runway 22 for the First Officer. I noticed an aircraft on TCAS which appeared to be on base [leg] at 1000 ft. AGL. I asked the First Officer to spot the aircraft. He said that the aircraft was turning Final... When the TCAS was indicating 700 and 500 [feet] for the aircraft on Final, I asked the First Officer if the aircraft was landing. He stated that it was still landing. I initiated a turn off the runway and advised the Tower that we were clearing the runway. Tower asked if we needed assistance. I stated, “No. I just didn’t want to sit on the runway with that aircraft on short final.” As I turned the aircraft around towards the runway, the other aircraft, a Learjet, landed on the runway exactly where we had been in position.
A Maintenance Misplacement
No job is complete until all the tools have been put away. As this B737 crew found, a set of misplaced tools could have “thrown a wrench in the works” when it came time for gear retraction.
“An Extra Pair of Eyes”
The pilot who submitted the next report shows how TCAS can be an extra “pair of eyes” in the cockpit – eyes not distracted by communications, checklists, FMC programming, weather, or…windscreen obstructions.
s The outbound aircraft had an open logbook item stating,
“Nosewheel continues to spin excessively after retraction.” Maintenance was to repair the item. Spacers were added to the nosewheel snubbers and the airplane was released from maintenance... The First Officer accomplished his walk around and reported finding a bag of tools in the nosewheel well. I inspected the tool bag which contained several wrenches, etc. It was located just below the scissor extension arm, a handy location to lay tools.
s ATC asked us to turn 15 degrees to the right for traffic.
Shortly thereafter, a yellow TA symbol appeared in the upper right portion of the TCAS II (approximately six mile range). TCAS II then went red and ordered a descent…I promptly [complied], disconnecting the autopilot to do so… The target was acquired visually off the left wingtip (approximately 5 miles distance using TCAS II). I climbed back to FL330 and re-engaged the autopilot. ATC was immediately notified of our actions… TCAS is a very good tool since we did not visually acquire the target right away at our same altitude. The windscreen post was in my way and I didn’t see [the traffic] until he moved past us laterally.
A Note to Our Readers
This is a combined August/September issue of CALLBACK. The next issue will be published in October 2002.
ASRS Recently Issued Alerts On…
ASR-9 false radar targets EMB145 false APU fire warnings An approach chart frequency error B757 wake turbulence separation incident Missing taxiway signs at an international airport
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/
June-July 2002 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 4310 1702 135 235 6382
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_276.pdf
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