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ft. AGL. I asked the First Officer to spot the aircraft. He said
that the aircraft was turning Final... When the TCAS was
indicating 700 and 500 [feet] for the aircraft on Final, I asked
the First Officer if the aircraft was landing. He stated that it
was still landing. I initiated a turn off the runway and
advised the Tower that we were clearing the runway. Tower
asked if we needed assistance. I stated, “No. I just didn’t want
to sit on the runway with that aircraft on short final.” As I
turned the aircraft around towards the runway, the other
aircraft, a Learjet, landed on the runway exactly where we had
been in position.
“An Extra Pair of Eyes”
The pilot who submitted the next report shows how TCAS
can be an extra “pair of eyes” in the cockpit – eyes not
distracted by communications, checklists, FMC
programming, weather, or…windscreen obstructions.

ATC asked us to turn 15 degrees to the right for traffic.
Shortly thereafter, a yellow TA symbol appeared in the upper
right portion of the TCAS II (approximately six mile range).
TCAS II then went red and ordered a descent…I promptly
[complied], disconnecting the autopilot to do so… The target
was acquired visually off the left wingtip (approximately 5
miles distance using TCAS II). I climbed back to FL330 and
re-engaged the autopilot. ATC was immediately notified of our
actions…
TCAS is a very good tool since we did not visually acquire the
target right away at our same altitude. The windscreen post
was in my way and I didn’t see [the traffic] until he moved
past us laterally.
A Maintenance Misplacement
No job is complete until all
the tools have been put away.
As this B737 crew found, a set
of misplaced tools could have
“thrown a wrench in the
works” when it came time for
gear retraction.

The outbound aircraft had an open logbook item stating,
“Nosewheel continues to spin excessively after retraction.”
Maintenance was to repair the item. Spacers were added to
the nosewheel snubbers and the airplane was released from
maintenance... The First Officer accomplished his walk
around and reported finding a bag of tools in the nosewheel
well. I inspected the tool bag which contained several
wrenches, etc. It was located just below the scissor extension
arm, a handy location to lay tools.
This is a combined August/September issue of
CALLBACK. The next issue will be published
in October 2002.
A Note to Our Readers
The Flight Management Computer (FMC) is a valuable
tool which, when used properly, substantially reduces a
flight crew’s workload. When not programmed correctly,
particularly for the approach phase of a flight, it adds to
the workload at a time when distractions can be critical.

Prior to [top of descent], we were cleared direct ALPHA
intersection. [Our] flight plan indicated direct [destination]
after ALPHA. The expected arrival was entered in the FMC
for an ALPHA Arrival with the BRAVO Transition… During
descent after ALPHA, the aircraft turned for BRAVO VOR
instead of direct [Destination]…There was much confusion
with ATC regarding the reason for the turn. He thought it
was for weather. [We were then] cleared direct to [destination]
and proceeded on descent to landing. Placing an expected
Arrival in the FMC helps reduce workload during descent,
but if the route becomes activated before you are cleared by
ATC, the workload you were trying to reduce becomes greater
and the resulting confusion takes you away from “flying the
aircraft.”
Using Tools the Right Way
“Now Hear This…”– U.S.N. Boatswain’s call for attention
Two-way communication is one of the most important
aspects of air traffic control. But, as the controller who
submitted this ASRS report found, a radio is like the old
two-man crosscut saw…you need somebody on each end.

The Skylane was maneuvering in the Class C outer
area, receiving traffic advisories on my frequency. He had
been at 5000 feet west of the arrival corridor where the jet
arrivals transition at 5000 feet. [Then] I noticed that the
Skylane had turned eastbound, putting him on a
converging course with a B737. I asked the Skylane if he
was continuing in that direction. He replied that he was. I
instructed the pilot to either reverse course, or climb to
5,500 feet for traffic. There was no response. I issued the
traffic to the B737 (approximately four miles away). The
[B737] pilot replied that he was looking. I called traffic to
　
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