CALLBACK CALLBACK
From NASA's Aviation Safety Reporting System
Number 285
June 2003
What Would You Have Done?
In this “interactive” issue of Callback, several recent ASRS Reports are presented in a format which allows the reader to consider an appropriate course of action for a given situation. The reporters’ actions, which may or may not represent the best solution to the problem, are found on the reverse of this Callback issue. to [my destination], where, hopefully, I would be able to do an ILS or surveillance approach. I informed Center that I would shut off all my electrical equipment to maintain as much battery power as possible. I continued to fly in the general direction of [my destination]…. I turned the radio on and found that I had experienced a complete electrical failure…. What would you have done?
Situation #1:
Main Cargo Fire Warning
On a flight from Japan to the United States, a B767-300 was taking off on a dry 12,000 foot runway in day VFR conditions. s At 80 knots on the takeoff roll we received a momentary Main Cargo Fire Warning. This included an Engine Indication and Crew Alerting System (EICAS) message, Fire Bell, and Fire Lights…. What would you have done?
Situation #4:
Controlling an Emergency
A Sector Controller was confronted with adverse weather and conflicting traffic when one of the aircraft approaching his sector declared an emergency. s Aircraft X was Eastbound at FL390…deviating South of course for a thunderstorm…. As the Sector 35 Controller, I had approved FL390 WAFDOF (Wrong Altitude For Direction Of Flight) due to weather, but new information on a Westbound flight, also at FL390, deviating around the same storm, prompted me to call Sector 32 to request Aircraft X at FL370 for the traffic. Sector 32 advised that Aircraft X wanted to climb to FL410 with a 20-degree right turn for traffic. I approved the request. Later, Sector 32 called to advise that Aircraft X had declared an emergency due to engine failure and was descending to FL370, requesting FL240... What would you have done?
Situation #2:
A Passenger Began Yelling
A B767 Flight Attendant was seated for the takeoff and climb when a frantic call was heard. s Approximately five to ten seconds after takeoff, a passenger in my area began yelling, “Baby, baby!” I released from my jump seat, crossed over to the right aisle, and proceeded to where the passenger was yelling. A female passenger was holding her 20 month-old infant boy, who was limp, blue, and not breathing…. What would you have done?
Situation #5:
Under a Time Constraint
A Maintenance Technician was assigned to fix an engine problem on a B737-800 scheduled for a short turnaround. s The aircraft called in with a #1 engine thermal anti-ice failure. I responded to the call and began to work the problem…. With departure time approaching, I decided to defer the nose cowl anti-ice system. The Minimum Equipment List (MEL) Section 30 was used. Dispatch approval was required and received…. A second maintenance technician brought the MEL paperwork. He read the MEL requirements. We were under a time constraint, but as the releasing Maintenance Technician, it was my responsibility to insure that the MEL was complied with. Rechecking each step would take some time.... What would you have done?
Situation #3:
Complete Electrical Failure
The pilot of a C182 obtained two weather briefings and an IFR clearance prior to departing on a cross-country flight of approximately 130 nautical miles. s I climbed without incident to 6,000 feet where I was in and out of the cloud tops. About fifteen minutes into the flight, I noticed that the ammeter was discharging. I could not reestablish operation of the alternator. I contacted Center and declared an emergency. I was given vectors to [an airport], cleared to descend to 2,100 feet, and cleared for a GPS approach. While making the procedure turn inbound, I began to experience icing, abandoned the approach, and climbed back to 6,000 feet. I requested to fly
ASRS Recently Issued Alerts On…
MD80 battery charger warning light AVRO 146 full nose up elevator jam Conflicting TCAS and ATC instructions B737-400 jackscrew maintenance procedure Missing DME mileage depiction on a published arrival
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/
May 2003 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1736 719 32 109 2596
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_285.pdf
From NASA's Aviation Safety Reporting System
Number 285
June 2003
What Would You Have Done?
In this “interactive” issue of Callback, several recent ASRS Reports are presented in a format which allows the reader to consider an appropriate course of action for a given situation. The reporters’ actions, which may or may not represent the best solution to the problem, are found on the reverse of this Callback issue. to [my destination], where, hopefully, I would be able to do an ILS or surveillance approach. I informed Center that I would shut off all my electrical equipment to maintain as much battery power as possible. I continued to fly in the general direction of [my destination]…. I turned the radio on and found that I had experienced a complete electrical failure…. What would you have done?
Situation #1:
Main Cargo Fire Warning
On a flight from Japan to the United States, a B767-300 was taking off on a dry 12,000 foot runway in day VFR conditions. s At 80 knots on the takeoff roll we received a momentary Main Cargo Fire Warning. This included an Engine Indication and Crew Alerting System (EICAS) message, Fire Bell, and Fire Lights…. What would you have done?
Situation #4:
Controlling an Emergency
A Sector Controller was confronted with adverse weather and conflicting traffic when one of the aircraft approaching his sector declared an emergency. s Aircraft X was Eastbound at FL390…deviating South of course for a thunderstorm…. As the Sector 35 Controller, I had approved FL390 WAFDOF (Wrong Altitude For Direction Of Flight) due to weather, but new information on a Westbound flight, also at FL390, deviating around the same storm, prompted me to call Sector 32 to request Aircraft X at FL370 for the traffic. Sector 32 advised that Aircraft X wanted to climb to FL410 with a 20-degree right turn for traffic. I approved the request. Later, Sector 32 called to advise that Aircraft X had declared an emergency due to engine failure and was descending to FL370, requesting FL240... What would you have done?
Situation #2:
A Passenger Began Yelling
A B767 Flight Attendant was seated for the takeoff and climb when a frantic call was heard. s Approximately five to ten seconds after takeoff, a passenger in my area began yelling, “Baby, baby!” I released from my jump seat, crossed over to the right aisle, and proceeded to where the passenger was yelling. A female passenger was holding her 20 month-old infant boy, who was limp, blue, and not breathing…. What would you have done?
Situation #5:
Under a Time Constraint
A Maintenance Technician was assigned to fix an engine problem on a B737-800 scheduled for a short turnaround. s The aircraft called in with a #1 engine thermal anti-ice failure. I responded to the call and began to work the problem…. With departure time approaching, I decided to defer the nose cowl anti-ice system. The Minimum Equipment List (MEL) Section 30 was used. Dispatch approval was required and received…. A second maintenance technician brought the MEL paperwork. He read the MEL requirements. We were under a time constraint, but as the releasing Maintenance Technician, it was my responsibility to insure that the MEL was complied with. Rechecking each step would take some time.... What would you have done?
Situation #3:
Complete Electrical Failure
The pilot of a C182 obtained two weather briefings and an IFR clearance prior to departing on a cross-country flight of approximately 130 nautical miles. s I climbed without incident to 6,000 feet where I was in and out of the cloud tops. About fifteen minutes into the flight, I noticed that the ammeter was discharging. I could not reestablish operation of the alternator. I contacted Center and declared an emergency. I was given vectors to [an airport], cleared to descend to 2,100 feet, and cleared for a GPS approach. While making the procedure turn inbound, I began to experience icing, abandoned the approach, and climbed back to 6,000 feet. I requested to fly
ASRS Recently Issued Alerts On…
MD80 battery charger warning light AVRO 146 full nose up elevator jam Conflicting TCAS and ATC instructions B737-400 jackscrew maintenance procedure Missing DME mileage depiction on a published arrival
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/
May 2003 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 1736 719 32 109 2596
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_285.pdf
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