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entering an ADIZ. Pilots are therefore urged to file the
required DVFR flight plan either in person or by telephone
prior to departure.” The following reporter, inbound from the
Bahamas, discovered this the hard way:
■ [After several unsuccessful attempts to reach ABC Tower],
we made the decision to use UNICOM frequency and get our
flight plan in the air... We contacted Center and told them
our request and intentions. They gave us a squawk code and
brought us into airport XYZ. [Upon landing], we were
ordered out of the aircraft at gunpoint and made to lie face
down on the taxiway.
Perhaps the best advice for preventing ADIZ entanglements
comes from a government pilot and reporter to ASRS. He
It’s Still Flying Until...(Part 1)
Following three or four blasts of power to reach the
signalman’s mark on a slippery ramp, the turbojet finally
arrived at the gate. Then, according to an ASRS reporter...
■ The last few feet were on an incline to the gate. I set the
brakes and received a chock-in signal... After the parking
checklist was complete and upon moving my seat back to fill
out the aircraft logbook, the brakes accidentally disengaged.
Apparently the chocks had slipped on the slick ramp, or due
to the incline the aircraft jumped the chocks. The right wing
aileron assembly impacted a fuel truck [parked] behind the
wing. Then I realized we had moved backwards approximately
six feet. I moved my seat forward and physically held
the brakes. I think the ground crew were possibly put off
guard by the power [applications] and attempt to get the aircraft
to the gate. As the Captain, I feel I am responsible, but
some circumstances, like the slope, slippery ramp, and the
chocks not holding, are beyond what I control.
There is a truism in aviation that until the airplane is
chocked in and tied down, the machine is still flying.
Additional testimony is supplied by our next report.
It’s Still Flying Until...(Part 2)
The Captain submitting this tribute to padded jetways was
justifiably pleased with a successful landing in 30-knot winds
and blowing snow. At the last moment, however, the aircraft
slid on the ramp and weathervaned. The reporter continues:
■ The forward fuselage left side grazed the padded bumper
area with the temperature probe, tearing the padding. All
engines were running but brakes and nose steering and thrust
reverse could not prevent contact with the jetway padding. I
felt appropriate precautions had been taken for taxi in existing
conditions.
A tow to the gate might have been the precaution of choice in
both of the above situations. In addition, perhaps airport
management also needs to be reminded that ramp maintenance
is vital to safety, especially during slippery winter
conditions.
ASRS Recently Issued Alerts On...
Loss of control of an EMB-120 attributed to clear ice
Reports describing compliance problems with SFAR 71
Cabin PA interference with a B-757 cockpit chime system
A MOA extending to FL280 and not marked on jet charts
A high intensity laser in use on a Hawaii airport's approach
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
November 1994 Report Intake
Air Carrier Pilots 1933
General Aviation Pilots 691
Controllers 66
Cabin/Mechanics/Military/Other 60
TOTAL 2750
ASRS often receives reports singing the praises of TCAS in
preventing mid-air collisions.
TCAS is doing its job, as it did for this widebody’s crew:
TCAS to the Rescue
It’s gratifying to know that Just Hangin’ Around
■ During initial descent after a trans-Atlantic crossing, Air
Traffic Control issued a clearance to descend to FL260. The
altitude alert device was selected to FL260, I read back
FL260, and the Captain, who was flying the aircraft, set
FL260 in the FMS. All four crew members were wearing
headsets at the time. Passing FL270, a TCAS traffic advisory
sounded. The aircraft was located, both on TCAS display
and visually, at 11 o’clock opposite direction, and TCAS displayed
him at FL260. Descent continued to FL268, and a
resolution advisory was issued by TCAS to stop descent... A
climb back to FL270 was initiated. At this point, I queried
Control as to what altitude he had cleared us to, and pointed
out the traffic we had. He said we were cleared to FL270,
and the traffic was no “problem ” because it was at FL 260
[Reporter emphasis]. I have no doubt that if the descent had
not been stopped, the two aircraft would have collided.
　
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