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his sector declared an emergency.

Aircraft X was Eastbound at FL390…deviating South
of course for a thunderstorm…. As the Sector 35 Controller,
I had approved FL390 WAFDOF (Wrong Altitude For
Direction Of Flight) due to weather, but new information
on a Westbound flight, also at FL390, deviating around
the same storm, prompted me to call Sector 32 to request
Aircraft X at FL370 for the traffic. Sector 32 advised that
Aircraft X wanted to climb to FL410 with a 20-degree
right turn for traffic. I approved the request. Later, Sector
32 called to advise that Aircraft X had declared an
emergency due to engine failure and was descending to
FL370, requesting FL240...
What would you have done?
Situation #5:
Under a Time Constraint
A Maintenance Technician was assigned to fix an engine
problem on a B737-800 scheduled for a short turnaround.

The aircraft called in with a #1 engine thermal anti-ice
failure. I responded to the call and began to work the
problem…. With departure time approaching, I decided to
defer the nose cowl anti-ice system. The Minimum
Equipment List (MEL) Section 30 was used. Dispatch
approval was required and received…. A second
maintenance technician brought the MEL paperwork. He
read the MEL requirements. We were under a time
constraint, but as the releasing Maintenance Technician, it
was my responsibility to insure that the MEL was
complied with. Rechecking each step would take some
time....
What would you have done?
MD80 battery charger warning light
AVRO 146 full nose up elevator jam
Conflicting TCAS and ATC instructions
B737-400 jackscrew maintenance procedure
Missing DME mileage depiction on a published arrival
ASRS Recently Issued Alerts On… 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/
May 2003 Report Intake
Air Carrier / Air Taxi Pilots 1736
General Aviation Pilots 719
Controllers 32
Cabin/Mechanics/Military/Other 109
TOTAL 2596
The Rest of the Story - the Reporters’ Actions
Situation #1:
Main Cargo Fire Warning
Once airborne in cruise flight, we coordinated with our
dispatcher via the Aircraft Communications Addressing
and Reporting System (ACARS) and the decision was
made to divert to ZZZ1. We declared an emergency,
dumped as much fuel as possible, and then made an
overweight landing. After landing, the Main Cargo Fire
warning illuminated again and remained on until the
aircraft was shutdown and secured. There was no sign of
smoke or fire.
Situation #2:
A Passenger Began Yelling
I took him from her, put him face down on my left arm and
performed the Heimlich maneuver. He was still not
breathing so I placed him on the floor face up, tilted his
head and administered two breaths. [There was] no chest
rise. I did the Heimlich on his diaphragm; still no
breathing. I tilted his head and did two more breaths. The
child coughed and began crying. A doctor onboard verified
that the child was OK.
Situation #3:
Complete Electrical Failure
Using my cellular telephone, I first contacted Flight
Service and then was given a direct number to contact
Approach Control. The controller informed me that I was
twenty miles east of [an alternate airport] and
suggested…that he could permit me to descend to 1,800
feet MSL. [The airport] was reporting a 1,800 foot overcast
at that time. He gave me a vector to [the airport] and
cleared me to descend to 1,800 feet. I broke out into the
clear, and with the vector assistance, was able to land
without incident….
Situation #4:
Controlling an Emergency
When Aircraft X checked in on my frequency, I cleared him
to FL350 and called the traffic at Seven O’clock, three
miles, Eastbound. Additional traffic was Westbound at
FL310 and virtually all aircraft were deviating from their
filed routes due to the weather. I told Aircraft Y, at FL330,
to turn 30-degrees left to clear the emergency aircraft’s
descent path. The pilot hesitated due to the proximity of
the storm off his left wing, but said that he would turn as
far North as possible. I turned the FL310 traffic to a
heading of 200-degrees to clear the projected descent path.
Aircraft X again requested FL240 and I advised unable
due to traffic at Six O’clock, four miles. Aircraft X
answered with [a request to move the traffic]. I advised
that turns had been issued. When Aircraft Y was five miles
　
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