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of a flow indicator. One type that has proven to be
accurate is scaled in thousands of feet instead of
liters/minute, thus eliminating the need for the user
to convert liters to altitude. Another useful feature is
dual scaling, enabling the user to get correct flow
with either mask/ordinary cannula or with oxygenconserving
cannulas.
And courtesy of an FAA Aviation Medical Examiner,
description of a “hearback” problem frequently
detected during pilot medical exams:
✍ … As is my protocol during the interview for an
airman’s physical examination, I will ask if they
possess a “S.O.D.A.” I will invariably get a response
of “No thanks, I just ate.” One pilot answered, “Yes, a
Coke or Pepsi, please.”
Oh yes, S.O.D.A. means “Statement of Demonstrated
Ability.”
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/
Number 249 March 2000
ASRS Recently Issued Alerts On…
A discrepancy in deferral of ATR-42 MEL items
Airborne conflicts in a Caribbean holding pattern
B737-200 uncommanded rudder movement incident
Passenger stratagems for disabling lav smoke detectors
B737-400 maneuvering speed limitations in Terminal Area
January 2000 Report Intake
Air Carrier / Air Taxi Pilots 2010
General Aviation Pilots 481
Controllers 64
Cabin/Mechanics/Military/Other 170
TOTAL 2725
Margins of Safety
Air Traffic Controllers are an integral part of most
aviation operations, but may sometimes lag flight crews
in being informed about aircraft-specific procedural
changes. ASRS recently became aware of one such
change affecting Boeing 737 aircraft through the
following pilot report:

Relatively recently, as a result of the B-737 rudder
problem, air maneuvering speeds [for company B-737s]
have been increased by as much as 20 knots. So a heavy
B-737-400, e.g., 119,000 pounds, has a minimum
maneuvering speed of 180 knots, at flaps 10º. To fly any
slower would require that the landing gear be extended
prior to any flap setting greater than 10º of flap being
selected (or the gear warning sounds continuously and
cannot be silenced).
Tonight, on being vectored for an ILS approach to Runway
36L, we were instructed to slow to 170 knots while more
than 20 miles from the airport. We requested to maintain
our minimum “clean,” flaps-ups maneuvering speed of 230
knots (until within 20 miles of the airport). The controller
acknowledged our request and vectored us farther out to
allow for more spacing. Upon being turned over to the final
approach controller, still 26 miles from the airport on a left
base leg for Runway 36L, we were again instructed to slow
to 170 knots. We advised the controller that our minimum
maneuver speed would be 180 knots, until within 10 miles
of the airport (the point at which it would be somewhat
realistic to put the landing gear down, and then additional
flaps, allowing a slower speed).
The controller could not understand why we did not wish
to fly at 25 miles from the airport, with landing gear down
at flaps 15º and 170 knots. It is important to note that
there was a 22-knot tailwind on the approach, all the way
down to 400 feet AGL… No wonder that ATC had a 25-
mile final approach course… We were at close to our
maximum landing weight, too.
This was a major distraction [controller questioning] to
me, and increased my workload. We did slow to 180 knots,
25 miles from the airport… Pilot concurrence is required
to slow below 210 knots when greater than 20 miles from
the airport. I would much rather be taken out farther on a
vector for spacing, or hold, than to have a jet transport,
fully configured for landing more than 25 miles from the
airport… I am recommending [that] an awareness program
for ATC controllers be initiated regarding increased B-737
maneuver speeds, particularly at high aircraft gross
weights.
In May 1999, following an industry/government
evaluation, the Boeing Company issued recommended
increases in maneuvering speeds for the B-737-100
through 500 series aircraft by means of Operations
Manual Bulletin TBCE-11. The main effect of these
changes was to increase aircraft maneuvering speeds 10
knots for approach and landing at flap settings UP
through 10 degrees.
We hope our reporter’s heads-up about the revised B-737
maneuvering limits will help get the word out to the ATC
　
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