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Here, with grateful acknowledgement, is a versa:
n Controller asked widebody for an orbit. The Captain
replied, “Do you realize it costs 500 dollars every time we
turn this aircraft through 180 degrees?” The unperturbed
controller simply responded, “Well, give me a 1000 dollar
turn, then.” (December 1984, #66)
Controller’s Credo –
n As an air traffic controller my job depends totally on
communication. I try diligently to issue safe, effective
clearances… I never try to over-control and penalize the
users. I try to maintain a safe, efficient, and positivelycontrolled
flow of traffic. This is often not very easy to do.
There are entirely too many pilots who don’t acknowledge
clearances. We must all strive to maintain a vigilant
listening watch, give complete readbacks, and use FULL
callsigns. I expect use of standard rate turns, descents and
climbs. If you need something different, ask for it. Let’s
all be professionals, communicate, and comply. Give me
your best and I promise I’ll give you mine.
(April 1985, #70)
Just One Little Letter
By failing to note an inconspicuous “N” on their release
form, a flight crew jeopardized the welfare of crew and
passengers by flying too close to the mountain tops.
n Cleared as filed at 12,000 feet. We flew V121. On
descent Center asked us to clarify our routing. Checking,
we were filed for V121N, not V121. Minimum Enroute
Altitude for V121 is 13,000 feet, terrain clearance altitude
is 12,000 feet. The problem was caused by folding the
flight release and covering the “N” part of “V121N.”
(March 1987, #93)
Culture Shock
[Ed. Note: “Ladies” in the story that follows refers to the seatbelt
sign in the aircraft lavatory.] Airline pilots traditionally spent
their entire careers flying for the same carrier. Trends in the
industry have changed this: many flight crew are now
wearing different uniforms, and their aircraft now carry
different logos. A new hazard is appearing in some ASRS
reports.
n Passing through 10,000 feet on descent the Captain,
acting as the non-flying pilot, said, “ladies, legal, lights, and
liquids” which at the time were new terms to me. In an effort
to learn, I asked what was meant by that. The Captain, a
former XYZ airline pilot, explained that these were words
used by the XYZ airline pilots to crew members to remember
at 10,000 feet to turn on the seatbelt sign, reduce airspeed to
less than 250 knots, turn on the lights for recognition, and
make sure the hydraulic pumps and fuel boost pumps are
turned on. While both of us were distracted by the explanation
we descended to 8300 feet. We immediately climbed…
I believe the problem arose because of a mixture of airline
cultures. I was trained by pilots with ABC airline background.
Even though we are all supposed to fly per SOP
procedures and checklists, there are differences between
training and flying the line… (October 1997, #100)
Pilots: Read and Heed From CALLBACK’s
Correspondence
Dietary Notes
CALLBACK’s editor has eaten crow (and plenty of
humble pie) before; now he’s in for another helping. A
reader takes us to task for referring to the part of the
airplane that goes over the fence last as its
“tailfeathers.” “Very unprofessional,” says our
correspondent. We should endeavor to be more
serious. As a reminder, we have given ourselves a
healthy kick in the empennage. (April 1980, #10)
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://olias.arc.nasa.gov/asrs
June 1999 Report Intake
Air Carrier/Air Taxi Pilots 2045
General Aviation Pilots 786
Controllers 72
Cabin/Mechanics/Other 147
TOTAL 3050
ASRS Recently Issued Alerts On…
EMB-120 smoke-in-cockpit incident
Incidents related to similar-sounding callsigns
Cabin crew injury caused by B767-200 aft door handle
Procedures for air-freight shipment of oxygen generators
Recurring aircraft-ramp electrical arcing at several airports
Number 242 August 1999
Cargo and APU Blues
Ramp Safety Revisited
ASRS recently has received several reports describing
unusual ramp operation hazards that require flight and
ground crew awareness. We lead off with an incident that
presents a new slant on fatigue, as reported by an air
carrier Captain.
No Snooze is Good News
n At FL200 I was notified by my Flight Attendant that
　
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