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the 715,000+ reports received to date, no reporter’s
confidentiality has ever been compromised.
ASRS encourages program users to take advantage of
the new ERS capability. Currently, ASRS receives more
than 40,000 reports annually from pilots, air traffic
controllers, cabin crew, mechanics, and others involved
in aviation operations. In the two months since ERS
became operational, ASRS has received more than 1,331
electronically submitted aviation safety incident reports.
The ASRS Database Online
Another new service for ASRS program users is the ASRS
Database Online. Now for the first time, users of ASRS
data can perform their own database searches, download
incident reports, and have immediate access to a valuable
source of aviation safety information. The Database
Online is accessible at the ASRS web site: http://asrs.arc.
nasa.gov/search.htm.
The ASRS Database is the world’s largest repository of
voluntary, confidential safety information – provided by
aviation’s frontline personnel, including pilots, controllers,
mechanics, flight attendants, dispatchers, and others. The
database includes the narratives submitted by reporters
(after they have been sanitized for identifying details).
These narratives offer an exceptionally rich source of
information for policy development, human factors
research, education, training, and more.
Users may access the Database Online by going to the
ASRS web site and clicking on “Database Information,”
then “Go Directly to the ASRS Database Online,” which
opens the Search page. In addition to allowing users
to immediately begin a database search, the Search
page contains background information for new users,
search strategies, sample searches, database fields, and
properties of ASRS data.
The “engine” for the ASRS Database Online is a browserbased,
cross-platform “Web Query” enhancement
developed by ASRS. Users may retrieve reports by
searching on the specified fields. The ASRS Database
Online makes it easier than ever for users to
independently explore ASRS data for themes, patterns,
and issues of interest.
We would appreciate your feedback about the ASRS
Database Online. Planned future enhancements include
the ability to
download the data
in other useful
formats.
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/
November 2006 Report Intake
Air Carrier/Air Taxi Pilots 1899
General Aviation Pilots 954
Controllers 205
Cabin/Mechanics/Military/Other 192
TOTAL 3250
ASRS Alerts Issued in November 2006
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 8
Airport facility or procedure 16
ATC procedure or equipment 15
Company policy 1
Chart, Publication, or Nav Database 5
TOTAL 45
NEW Services
PROGRAM USERS FOR
ASRS
my clock (Captain’s) in the ‘Time Hold’ position. I reset
my clock and all FMC functions returned to normal. We
checked our clocks before takeoff, and they seemed to be
working normally for the first part of our flight. I finally
figured out because of the location of the clock, that I had
kicked the Run/Hold switch to Hold, while using the
instrument panel lower foot rest, which is located directly
in front of the clock.
“One to Go”
■ We were descending to reach [fix] at
11,000 feet and 250 knots. I was distracted
making a PA for landing when the First
Officer gave me a #1 finger sign in which
I thought he meant flaps one, not “one
[thousand feet] to go.” I didn’t realize we
were over our Flaps 1 speed when I brought
the flap handle out of the ‘up’ detent, but
brought [it] back to ‘up’ when I immediately
recognized the speed. The handle never
reached the Flap 1 position and we both
did not see any flap needle movement or any red overspeed
warning on the ADI [Attitude Director Indicator]. As a
precaution the First Officer disconnected the autopilot
when he saw me raising the flap handle. We both felt there
was no need to write a [logbook entry], since we believe
there was no stress on the aircraft and the flaps did not
deploy. I am submitting this safety report to share with
others that proper communications as well as both pilots
constantly being “in the loop,” even with distractions, is
paramount.
Canine Conniptions
　
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