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Won’t Kick, Does Bite Chock-A-Prop
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
May 1998 Report Intake
Air Carrier Pilots 1758
General Aviation Pilots 704
Controllers 50
Cabin/Mechanics/Military/Other 61
TOTAL 2573
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 229 July 1998
Failure of a DA-20 flight idle (throttle) stop
Pilots' concerns about LAHSO (Land/Hold Short) procedures
Confusing departure procedure for a Colorado airport
Flight crew baggage security breach at a European airport
Uncharted navigational aid relocation in South America
ASRS to Conduct FANS Study
n We received a FANS message to climb to FL330 (we were
at FL310). The Captain printed the message, verified the
plane number and tail flight number, but somehow missed
the phrase ‘at XA40Z.’ We climbed at XA28Z and reported
level at FL330. ATC advised us to return to FL310 which we
immediately did. This problem could be avoided if
conditional clearances were not given…
This ASRS report filed by a First Officer refers to a new
technology called FANS (Future Air Navigation System)
that is currently being introduced aboard commercial air
carrier aircraft such as the B-747-400. FANS enhances
aircraft communications and navigation through a data link
(electronic non-voice) connection between the aircraft Flight
Management Computer (FMC) and ATC facilities. This data
link is supported by ground and satellite relay stations.
The messages relayed through FANS data link may involve
clearances, flight crew requests, route modifications, and
other types of routine and emergency communications. The
FANS system currently is being operated by several
international carriers on Pacific oceanic routes as a partial
substitute for ARINC and other types of voice
communications.
NASA has asked ASRS to collect operational experiences
from pilots who have used FANS within the last 6 months.
Pilots are encouraged to submit both beneficial experiences
as well as operational difficulties they have encountered
with the system. ASRS will conduct the FANS study
through a number of voluntary telephone interviews, known
as structured callbacks, with participating pilots.
The information gathered by ASRS will help NASA
recommend appropriate ways to improve FANS technology,
including training, documentation, and future
implementations of data link technology.
Only reports from air carrier pilots using the FANS system
will be solicited for the study. Pilots who submit reports to
ASRS on FANS incidents and experiences will be contacted
by a telephone call to the phone number given on the ASRS
report form ID strip. Reporters who agree to participate in
the study will be able to discuss the incident they reported
in detail with an ASRS analyst, at a time that is mutually
convenient.
Participation in the ASRS study is entirely voluntary. As
with all ASRS report information, all personally identifying
data (names, company affiliations, etc.) will be deleted
before the research results are given to NASA. Only aircraft
make/model information will be retained in the ASRS data.
If there are any questions that a reporter prefers not to
answer, the ASRS analyst will skip those questions.
As soon as the interview is complete, the report ID strip will
be returned to the participating pilot, with no record of the
reporter’s identity retained by ASRS.
ASRS reporting forms are available for downloading from
the ASRS Web site at http://olias.arc.nasa.gov/asrs. Forms
may also be obtained from FAA Flight Standards District
Offices and Flight Service Stations; from participating air
carrier companies; or by written request to ASRS, P.O.Box
189, Moffett Field, CA, 95035-0189.
Flight crews routinely listen for unusual
noises in the aircraft, but the racket this
crew heard was never covered in any
training syllabus. A First Officer reports:
n  Departed the gate and found out that there
was a [short] ground stop to our destination. This
turned out to be about 3 hours. The Flight Attendants
were doing a good job of keeping the passengers content
even though we were not making any progress towards our
destination. We got word that we could start our engines
and get ready for takeoff. We had just run up the power
and started our takeoff roll when we heard loud screaming
and hollering from the back. We discontinued the takeoff
roll and advised Tower that we needed to get off the
　
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