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succeed without the cooperation, oversight, and
guidance of the community that will use it. It
must be viewed as a safety information resource
accessible and responsive to all.

A voluntary reporting system usually must exclude
from its protections some types of incidents, such
as criminal acts and intentional unsafe acts.

The safety data gathered from incident reporting
can be used to identify system vulnerabilities and
gain a better understanding of the root causes of
human error. Incident reporting data is
complementary to the data generated by other
mandatory or monitoring systems.

The ultimate
achievement of an
incident reporting
system is that it
can identify
potential safety
hazards and
prevent accidents.
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/
ASRS Recently Issued Alerts On…
Bleed duct clamp failure on a EMB-145LR
Signage and marking at a South American airport
Failures of GE CT7-9B2 tailpipe temperature sensors
B767-300 inflight smoke caused by a standby AC inverter
Maintenance-related B717 thrust reverser incident inflight
March 2001 Report Intake
Air Carrier / Air Taxi Pilots 2503
General Aviation Pilots 582
Controllers 85
Cabin/Mechanics/Military/Other 191
TOTAL 3361
Number 261 May 2001
Unruly Passengers – Déjà Vu
The April 2000 (#250) issue of CALLBACK featured an
article on the adverse effects of passenger misconduct on
flight crews. Included was an ASRS report about a
drunken passenger carried on board an airliner in a
wheelchair by the airline’s passenger assistance staff.
The Captain involved in this incident commented:

Someone needs to counsel these people that while their
job may be to assist passengers, it is not to assist drunk
passengers on the airplanes. I feel that if a guy is too
drunk to walk on the airplane, then he is too drunk to ride
for 2-1/2 hours on the same full airplane.
Unfortunately, that report wasn’t an isolated incident.
ASRS recently received a report submitted by a Flight
Attendant describing an almost identical event:

I was walking through the cabin checking carry-on
bags when the involved passenger asked me where his
bags were. I had a difficult time understanding him
because he was slurring his words... He became
confrontational. I then went to the First Class galley and
asked the #1 [Flight Attendant] if he knew what was going
on. He didn’t, but the greeting Flight Attendant did. He
said he [the passenger] was too drunk to walk, so he was
boarded with a wheelchair. I questioned why we were
taking a passenger who was obviously intoxicated and was
told by ground personnel not to worry about it, they gave
him coffee and he’d be fine. I didn’t like that answer so I
voiced my concerns to the Captain and the passenger was
removed.
The crew’s response in this situation was “right on.” FAR
121.575(c) states, “No certificate holder may allow any
person to board any of its aircraft if that person appears
to be intoxicated.” A 1998 ASRS study on passenger
misconduct incidents concluded that passengers should
be monitored for intoxication and erratic behavior prior to
boarding, and denied boarding if their behavior appears
likely to pose a safety hazard during flight.
Another recent incident reported to ASRS by an air
carrier Captain involved an altitude deviation related to a
passenger disturbance:

During descent my First Officer was tending to a
belligerent passenger. I was flying and executing
clearances single pilot. At 10,700 feet Center instructed
me to level at 11,000 feet. I complied.… It was unclear to
me whether we were cleared to 11,000 feet or 10,000 feet. I
debriefed Center and they said everything was OK.
Flight crews involved in similar situations may want to
consider notifying ATC of the single-pilot cockpit
operation while internal flight problems are being
resolved.
“A Tight 360”
Single-pilot operations can also challenge
General Aviation pilots, particularly when
the flight occurs at night in Instrument
Meteorological Conditions, and the pilot is
experiencing subtle physical incapacitation. A GA
pilot described an episode of spatial disorientation
that occurred while attempting to respond to an ATC
instruction.

[During] ILS approach at night in IMC, allowed
　
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