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and determined that both our equipment and the ground
transmitters were in operable condition. I suspected PED
interference, and asked a Flight Attendant [FA] to do a
PED survey of the cabin. She returned to say that…no
PAs on PEDs
Public Address (PA) announcements made to the
passengers during taxi-out may be forgotten later in the
flight. Sometimes a repeat announcement is needed to
have the desired effect, particularly when PEDs are
considered a likely source of erroneous navigation
indications. The repeat PA worked for this flight crew:
n  At cruise, we got several navigation deviation
indications from the CDI. After having the FAs check for
unauthorized electronic gear, I made a PA announcement
TVs, radios, cell phones, pagers or devices with external
power appeared to be in use. We continued to suffer
navigation indication anomalies through to landing.
After landing, the FA informed me that a passenger had
received a call to his pager… She had asked him to shut it
off, and he refused. I strongly suspect a link between the pager
operation and our navigation difficulties. I am concerned
that other PEDs (like pagers) should be added to the list of
banned items and announcements made to this effect.
In a callback conversation with an ASRS analyst, the
reporter stated that this was his third encounter
with navigational interference associated
with pagers.
about turning off any cell phones that might
be “on” but not transmitting. Shortly after
that PA, the navigation deviations stopped.
The same thing occurred on a flight the
previous night, with the same PA and the
same results. I suggest that the PAs be
more direct regarding cell phones that
might be “on” but not in use.
Apparently, the second time’s a charm.
September 1998 Report Intake
Air Carrier/Air Taxi Pilots 1680
General Aviation Pilots 697
Controllers 59
Cabin/Mechanics/Military/Other 198
TOTAL 2634
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 233 November 1998
Pilot confusion over control of stop-bar lights at a Florida airport
Uncommanded autopilot disengagement on a DA-20
FK-100 fuel leak attributed to a dislodged fuel vent line
Inadequate runway signs/markings reported at a Nevada airport
Uncommanded reduction of B757-200 engine power to flight idle
Altimeter Settings Revisited
FL180 is the altitude at or above which all aircraft
altimeters should be set at 29.92, and below which they
should be set to the current barometric pressure of the
nearest reporting station. A frequently reported cause for
altimeter mis-setting incidents that occur during a climb or
descent through this altitude is distraction by other cockpit
tasks. In a report to ASRS from an air carrier Captain,
distractions inside and outside the cockpit, including a
mechanical malfunction, led to an altitude deviation:
n  While descending through approximately 23,000 feet
and navigating an area of precipitation and
thunderstorms, both air conditioning packs failed...As we
worked on the pressurization problem...we were assigned
11,000 feet. As we leveled, ATC asked our altitude because
he saw us at approximately 10,500 feet. Then we noticed
that two of our altimeters were still set at 29.92 with the
pressure at 29.42. Our workload was obviously heavy, but
we should not have missed this basic procedure. Someone
always must pay attention to flying.
A 1997 ASRS study on flight crew monitoring incidents
found that a large majority of such incidents occurred when
the aircraft was in a “vertical” flight mode—climbing or
descending. Flight crews also were more likely to experience
monitoring errors while performing two or more flightrelated
tasks—like the crew in this report who were
avoiding weather, dealing with a pressurization problem,
and talking to ATC, all while descending through FL180.
12 O’Clock High
An air carrier crew’s altitude problem started during preflight,
when they failed to notice that their altimeter needles were
aligned at the “12 o’clock” position–at an airport with a field
elevation of 1,000 feet MSL. The First Officer reports:
n  After we leveled at 11,000 feet, Center said to descend
and maintain 11,000 feet. We replied that we were level at
11,000 feet. About a minute later, Center again said to
　
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