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boy was experiencing an apparent severe allergic reaction.
The Flight Attendants were being assisted by a Registered
Nurse and wanted to administer [antihistamine]. Our new
cabin “airphone” medical clinic contact did not work. I
contacted our Flight Dispatcher on the radio and requested a
phone patch to medical clinic.
ATC was advised of our problem. We were now well into the
approach phase below 10,000 feet, with the usual altitude and
heading changes. We were IFR in the clouds. ATC assigned
us Runway 30L to facilitate our arrival. I began to reprogram
the approach…since we were initially assigned 30R.
Considerations were getting the airplane on the ground safely
and quickly, obtaining clinic concurrence prior to
administering the drug, [and] making sure both pilots were
attending to primary tasks.
I set up the observer’s jackbox and had the Flight Attendant
talk to the clinic on the #2 radio. This resulted in two
inexperienced radio operators attempting to converse with
each other. The process took too long, but the end result was
satisfactory. If I had this situation again, I would use the
Dispatcher to relay information to the [clinic] and then back to
the aircraft…
A possible drawback to using Dispatch to relay medical information
is that ground-based medical personnel might find
it difficult to evaluate indirect information. If time and
equipment permit, a phone patch between assisting onboard
medical personnel, Dispatch, and ground-based clinicians
might be the most effective means of communication during
an inflight medical emergency.
Unruly and abusive passengers are getting a lot of
media attention these days for their disruption of
commercial flights. But ASRS also hears about
unsung passenger heroes whose vigilance is
responsible for bringing hazards to the attention of
the crew. From holes to leaks to dings, passengers
can provide early warning of aircraft equipment problems
that might otherwise escape detection until a serious hazard
develops. Some recent examples from ASRS files:

During taxi for takeoff, a storm passed over the field. When
the storm had passed we departed. During the storm, peasized
hail fell intermittently. A passenger deplaning [at
destination] remarked that there were dents and holes in the
“flaps.” Maintenance was immediately notified and
confirmed the passenger’s observation.
In other cases, the timing of passenger input can pose a
credibility problem for the flight crew:

Just prior to takeoff, Flight Attendant notified us that a
passenger thought he may have seen a ‘hole’ in one of our
turbine blades. This seemed impossible, as the engines were
running at this time and a ‘hole’ would be impossible to see.
After getting more information from the Attendant, the
passenger stated he had seen this hole prior to engine start.
Since 10 minutes had elapsed from engine start until the
passenger actually said anything about this, it seemed
illogical. If a passenger was truly concerned, it seemed they
would have mentioned it immediately... Cockpit crew decided
this was probably just another passenger “crying wolf” and
elected to continue takeoff. All engine parameters were normal
during the 2-1/2 hour flight.
Subsequently, during ground inspection
following flight, [maintenance] found 2 turbine
blades on the left engine with nicks in them.
Lesson learned: sometimes a passenger may
actually know what they are talking about – and
we need to consider this information pertinent
and act accordingly.
Another incident shows how passenger observation can be a
safety factor during crew swaps and aircraft changes.

On descent, we were advised by our company that we
would have an unscheduled aircraft change [at destination].
When we arrived at our new aircraft, the Captain I was
trading aircraft with advised me that the autopilot was
inoperative. He also told me that a passenger had observed
fluid coming from the right wing. He said he had called
contract maintenance to inspect the wing. The other Captain
then…wrote a discrepancy in the aircraft logbook describing
what the passenger had seen, then departed to the aircraft
that we had left at another gate. Approximately 10 minutes
later, the mechanic came to the cockpit and informed me that
there was fuel in a dry bay area on the right wing. I called
our company maintenance control office and had the
mechanic explain what he had found. After he had finished,
our maintenance office informed me that the aircraft was Out
　
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