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incident below) became a real drag:

…On the final approach, the Pilot Flying [PF] was
distracted due to potential conflicting traffic on long final. As
a result, an unusual pattern was flown. As PIC, I directed the
PF to perform the tasks of power management, spoiler
deployment, flaps and landing gear extension, in a much more
rapid sequence than normal. A close-in, high final approach
was flown with the engine unspooled, at flight idle. During
the flare, I recognized a lower attitude than normal and
looked at the landing gear indicator to confirm wheel position.
I instinctively knew that the wheels were not down but wasted
approximately 2-3 seconds seeking confirmation from the gear
indicator system. As the flare continued, antennae and flaps
began dragging on the runway, further decelerating the
aircraft. A late attempt at full power was made, but the engine
response was not sufficient to go around…
A contributing factor was that the Pilot Flying was very
unfamiliar with this airplane. Further contributing is that
this aircraft has no aural/visual landing gear warning system
linked to throttle or flaps. Human performance
considerations: Poor perception by the PIC of the PF’s ability.
Poor judgment of the PIC in not terminating an ‘unusual’
approach.
Dear Readers: This fiscal year ASRS experienced a 6.5%
budget reduction by its primary funding source, the
Federal Aviation Administration, which in turn
underwent broad budget cuts across the agency. This
funding shortfall has required ASRS to reduce its output
of products and services to the aviation community. In
recent months the ASRS Program has sharply reduced
database search services, suspended its topical research
program, cut back on outreach activities, and reduced
publication activities.
Unfortunately, one of the products affected is
CALLBACK. For the first time in its 21-year history,
CALLBACK will not publish July and August issues.
Readers will receive their next issue of CALLBACK
(#253) in September 2000.
We hope the ASRS funding picture will be brighter next
fall, at the beginning of a new budget year. Until then:
stay safe, and stand by for our next squawk.
– The Editor
CALLBACK Says
’ So Long for the Summer
Cockpit Irregularities
An article in the April 2000 CALLBACK (#250) on the
effects of passenger misconduct on flight crews has
attracted much aviation community interest. As a sequel,
here’s an incident recently reported to ASRS that involved
a passenger who used an airline’s “secret knock” to gain
entrance to the cockpit during flight.
The Secret Knock

While in extensive holding for ATC delays, I notified the
passengers that we might have to divert [to airports short of
destination]. A few minutes later, the First Officer and I
heard the “secret knock” on the cockpit door, so we unlocked
the door. We turned around to face the door and were
surprised to see a young female passenger standing at the
doorway she had just opened. The female passenger then
said to us: “You can’t do this to us.” The First Officer and
I told her to shut the door and go back to her seat. She
repeated: “You can’t do this to us.” The First Officer and I
repeated our command to go back to her seat, which she
then complied with. When we arrived at destination, our
customer service reps called the local police, who met the
aircraft and the female passenger on the jetway for
questioning. Corrective Actions:
✈ The FAA should publish and display, in public view at
all major airports, the consequences and penalties for
interference with the flight crew members. This will
educate and remind the flying public that interfering
with crew members will not be tolerated.
By the Wiggle, But Not “By the Book”
✈ Airlines that use “the secret knock” on the cockpit door
for entrance into the cockpit should think of other ways
to make it tougher for unauthorized individuals to
access the cockpit. Ideas might include: issue cockpit
door keys only to authorized personnel…
An ASRS callback to the Captain who reported this
incident revealed that the passenger had been seated in
First Class. When questioned later by authorities, she
said in her defense that there was no sign on the cockpit
door that prohibited entry. The reporter affirmed this was
correct. Apparently the passenger may have observed a
Flight Attendant’s entry procedure to the cockpit before
deciding to try it out.
　
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