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no careers were put in jeopardy, but we sure came darn
close.
If flight crews involved in international operations heed
the preceding advice, similar incidents can be avoided.
Unfortunately, the admonition didn’t get out soon enough
for this A330 crew. The similarity to the first report is
startling and serves to reinforce the caution that “it can
happen to you.”
■ A cargo door light annunciated during pushback and
engine start. The Captain instructed the ground crew to
stay connected because they would have to tow us back to
the gate. The Captain stated to the ground crew (through
the interphone), “Confirm tow bar connected.” The ground
coordinator stated, “OK.” The Captain then stated that he
was releasing the brakes and did so. We started to move.
When I looked up, we were passing our gate and
increasing speed. We then noticed the wing walker giving
us the stop signal. I said, “I don’t think we’re connected.”
The Captain and I were reluctant to apply the brakes for
fear of snapping and damaging the nose gear. Soon, the
Captain decided that we had traveled far enough and
applied the brakes. We then returned to the gate under our
own power, having realized that the tow bar had been
disconnected.
I believe the incident was primarily caused by the inability
of the ground crew to understand English. We were also
busy dealing with checklists and abnormal procedures.
There were no injuries or damage.
Clearly Not Cleared
In this Air Traffic Controller’s report, a foreign pilot
misinterpreted what appeared to be a clearly stated
question. It just happened to come when the pilot was
expecting to hear something else.
Aircraft #2 was cleared to land on Runway 18R. Aircraft
#1 (a foreign carrier) was told to, “Taxi into position on
Runway 27 and hold. Traffic landing Runway 18R.” Upon
issuing a wind check, I realized that aircraft #1 had a
seven knot tailwind. I asked if the wind was going to be a
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Meet the Staff
Continuing the staff introductions initiated in the
previous issue of CALLBACK, this month the spotlight
falls on…
As noted in the last issue of CALLBACK, ASRS is now
providing an automated CALLBACK E-mail subscription
service (still FREE) in lieu of the paper copy. We will
continue to offer a print version for those who want to
continue receiving paper copies. With the e-mail
subscription our readers will receive a monthly e-mail
notice that informs subscribers that the new issue of
CALLBACK is available and provides a link to the online
version of CALLBACK. Also provided within this email
notice is a link to a PDF version of CALLBACK, links to
the CALLBACK Archive, ASRS Reporting Forms, and the
ASRS Home Page. ASRS’s goal is to give readers
immediate access to our newsletter, and to ASRS
resources.
To sign up for the CALLBACK E-mail notice please go to
http://asrs.arc.nasa.gov/callback_nf.htm and click on the
icon that states, “Would you like to join the CALLBACK
E-mail List?” Fill out a short form and hit submit.
Current subscribers to the printed copy will have the
option to opt out and only receive the e-mail service. We
encourage you to assist us in cutting cost by opting out of
the printed version of CALLBACK if you are capable of
receiving the e-mail notification subscription service. Our
first distribution of the e-mail service will begin with the
December issue of CALLBACK.
As announced in the February, 2005 CALLBACK (#305),
The FAA has requested that pilots submit reports (via
NASA/ASRS) on wake turbulence incidents that occur in
RVSM airspace (FL290 - 410 inclusive) in the lower 48
states of the United States, Alaska, Offshore Airspace,
and the San Juan FIR.
Reporting Procedures:
Pilots reporting specifically on wake turbulence incidents
should submit two forms: (1.) The NASA ASRS General
reporting form for Pilots (NASA ARC 227B). The “Type of
Event/Situation” block on this form should be annotated
with the words, “Wake Turbulence.” (2.) The FAA
“Supplemental Wake Turbulence Information” form.
Both forms are available for download from the “Safety
Reporting” section of the FAA’s RVSM Documentation
Web Page:
http://www.faa.gov/ats/ato/rvsm_documentation.htm
by following the links at the bottom of the page.
Pilots reporting on wake turbulence incidents are
encouraged to file individual NASA ASRS reports even if a
　
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