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in the security survey by reporting relevant incidents on a
NASA reporting form obtained from an air carrier or other
flight organization, a Flight Service Station, or from the
ASRS web site: http://asrs.arc.nasa.gov/forms_nf.htm.
ASRS will contact incident reporters to request their
participation in the study and to set up interview
appointments. The telephone surveys will last an average
30 to 45 minutes. Reporters will receive their ID strips
back as soon as the interview is complete. No record of
survey participants’ identity will be retained by ASRS.
ASRS Survey Contacts
Several aviation organizations
representing the potential
reporter groups have been
contacted and asked to support
and promote this ASRS study to
their members. These
organizations include:
• Air Line Pilots Association (ALPA)
• Aircraft Owners and Pilots Association (AOPA)
• National Business Aviation Association (NBAA)
• International Association of Machinists (IAM)
• Association of Flight Attendants (AFA)
• Regional Aviation Association (RAA)
• Helicopter Association International (HAI)
• National Air Traffic Controllers Association (NATCA).
We encourage all who have experienced security-related
events in the past 90 days, or who have security
concerns, to file your report with ASRS as soon as
possible.
Sample Security Concern
ASRS received the following report from an air
carrier Captain describing a security concern about
meal service personnel access to aircraft. The
incident involved a catering truck driver who arrived
at a boarding aircraft without security seals and
padlocks already in place on the catering vehicle.

During the boarding process, the crew chief
informed me that he observed the catering truck
driver arrive at the aircraft in his truck, stop, get out,
go to the rear door, and seal the door and padlock it.
To his and my understanding, this was not the proper
security measure. I spoke with the passenger service
supervisor and the catering service driver and
catering service security. We agreed that the catering
service supervisor and I would inspect each
cart…before the catering would be loaded. We did and
I was satisfied. I never got the answer as to how and
why the driver had seals on him. This defeats the
point of security checks and cross checks. How many
of my flights have been handled in this manner I do
not know. I have heard other stories just like this. I feel
catering is one major weak link in the security chain.
More on Non-Tower Airport Operations
Training for airports without operating Control Towers
emphasizes the use of proper radio communication
procedures and see-and-avoid practices. Both are crucial
Wrong Frequency, Wrong Runway
An instructor and student were conducting proficiency
training at a non-Tower field when an unplanned
maneuver – collision avoidance – became necessary:

My student and I were perfecting landings and
takeoffs…We stayed in the pattern [and] announced our
intentions throughout the pattern... I advised my student
to be aware of landing position (Runway 03 active with
wind directly down the runway) and to try to land near
or on the number “3.” Looking at the centerline, he did
as I recommended. Our wheels were just touching down,
when I saw another aircraft (twin) just about to touch
down on Runway 21. I instructed my student to move
onto the grass between the runway and taxiway quickly,
which he did. The twin flew by us (he had a good
tailwind). I got on 122.7 [the UNICOM frequency]
asking what his intentions were. A helicopter pilot
overhead mentioned on 122.7 that the twin was
broadcasting on 122.8, not our UNICOM frequency…
[The twin also] had no landing lights on…
We continued to fly the pattern with more vigilance, making
sure no traffic was on Runway 21. Later that day two other
pilots mentioned that they heard [the twin] announce
entering the pattern on a base leg and turning final, not
realizing that he was not on the correct frequency.
The pilot of the twin aircraft delivered a double whammy
to this unsuspecting instructor and student by using the
wrong frequency and wrong runway. Single runwayopposite
direction operations are commonly encountered
at non-Tower airports, even on occasions (as in this
incident) when wind conditions do not favor this use
pattern. Pilots who develop an “expectation” of opposite
direction traffic on the same runway, and who exercise
　
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