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trained to know what the alarm sounded like and
…[there was] very high noise level in the area. It was
not until after clearing the runway, with the engines at
idle, that she could clearly hear and identify the smoke
alarm tone.
The F/As have not been trained in how to unlatch the
(hidden) mechanism holding the under-sink cabinet
door. The F/As [also] are not aware of the presence of
the “amber light” under the lavatory sink, associated
with the water heater!
The Captain obtained the information on Flight
Attendant training during a post-event debriefing of all
crew members. He submitted an extensive report of
the incident to his company, including Flight Attendant
training and air carrier flight safety personnel.
Air carrier and corporate pilots routinely undergo
alarm recognition and related emergency systems
training. A similar training regimen for this company’s
cabin crew might have prevented confusion during
the emergency.
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…
Opening of a B727 aft cargo door in flight
Partial deployment of a A320 thrust reverser in flight
Runway incursion incident involving two passenger jets
Taxiway capacity incident at a major West Coast airport
Maintenance-related B737 forward access panel incident
April 2001 Report Intake
Air Carrier / Air Taxi Pilots 2677
General Aviation Pilots 727
Controllers 72
Cabin/Mechanics/Military/Other 194
TOTAL 3670
Number 262 June 2001
Pilot-ControllerCommunicationPointers
ASRS receives many communications-related incident
reports that contain reporters’ suggestions for improving
the communications flow between cockpit and ground. A
recent controller’s report offers words of wisdom for pilots
who monitor ATC frequencies en route, as well as a useful
phraseology suggestion for controllers.

I was providing on-the-job training to a recently
transferred controller on Approach/Departure Control. Air
carrier “X,” a B727, departed runway heading climbing to
3,000 feet. The air carrier checked in…and was assigned
8,000 and turned direct approximately 240° heading. I had
been watching a primary target (no transponder) for a few
miles that was now 6 nm due west of [air carrier’s
departure airport], eastbound. I instructed the trainee to
“issue the traffic.” The traffic was issued with air carrier
“X” instructed to “stay on runway heading.” The pilot
responded that they were heading 270° and asked if that
would be OK. At first the trainee said 270° would avoid the
traffic, then realized it would be too close and turned the
air carrier back to 290°. Air carrier “X” then reported the
traffic in sight less than 1/2 mile, “heading right at us at
our altitude” (4,000 feet)… The pilot questioned how close
the traffic came… We told him there was no transponder, no
altitude.
We tracked the primary target to a small airport. Before
landing, the pilot asked Approach for a transponder check
(his first contact with ATC since departing airport in
another state). The pilot called us on the phone and
said…he was monitoring the ATC frequency and “thought
you might be talking about me after I saw the 727 go by.”
Why the pilot monitored the frequency and never called us
is beyond me. We could have avoided an NMAC... If the
ATC service is there, use it! It’s less workload on ATC to
track an aircraft and give an altimeter [setting] than
constantly be issuing traffic “type and altitude unknown.”
My technique, which I recommend, is to add the
phraseology “no transponder” when making a [traffic] call
to a TCAS-equipped aircraft… Adding “no transponder”
gets everyone looking out the window instead of looking at
a blank TCAS box.
Night Flights Over City Lights
Nighttime approaches over the bright lights of large
metropolitan areas offer visual orientation challenges that
multiply if the area is unfamiliar, as discovered by this
General Aviation pilot:

Came from north with flight following under Class B.
Handed off to Tower to report at [a local landmark].
Acknowledged being unfamiliar and Tower instruction was
to follow freeway and do a short approach to 19R. The
freeway splits and I followed the southern branch –
　
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