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ASRS Alerts Issued in December 2005
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 9
Airport facility or procedure 3
ATC procedure or equipment 5
Company policy or maintenance procedure 2
Total 19
In all phases of flight, the first and foremost
responsibility of the pilot, in any type of aircraft, is
to fly the airplane. When there is a distraction or a
temptation to fixate on an abnormal situation or an
emergency, flying the airplane has to be the first
consideration.
In each of the following ASRS reports, the enduring
wisdom of the admonishment, fly the airplane, was
reinforced.
Fly the airplane, everything else is secondary.
Flying the airplane can be thought of as making the
aircraft do what you want it to do. Whether that is
accomplished by direct manipulation of the controls or
through data input to an electronic system that
manipulates the controls, the pilot is still responsible for
ensuring that the airplane goes where he or she intends.
These three ASRS reports point out what can happen
when pilots get out of the loop and relinquish command
responsibility to the autoflight system.

We were given a clearance to cross 50 miles southwest of
the VOR at FL200…. After double checking that I had
properly placed the crossing restriction in the FMC (Flight
Management Computer), the system displayed an
immediate descent prompt…. I selected this option and
observed on the flight mode annunciator that a descent
was indicated and an altitude (20,000) was armed for
capture…. I focused my attention on the FMC to adjust the
descent rate and to observe the distance to the bottom of
the descent point. The Captain then said, “What’s going
on?” I observed that the aircraft had entered a subtle
climb, seemingly on its own accord. While arresting the
climb, our altitude peaked at 400 feet above our assigned
cruise altitude…. The automation took me, the pilot flying,
out of the loop as I relied on the aircraft to execute the
descent without monitoring the aircraft’s initial entry into
the descent….
We have to remember that no matter how much
automation there is, the basics still apply. Fly the
aircraft from the moment it leaves the gate until it is
parked once again at the gate. Don’t become passive and
let the aircraft fly you. The more automation there is in the
aircraft, the more the flight crew should work to remain an
active and integral part of the loop.

I was the pilot flying. We were inbound at FL330. We
were given clearance to cross 65 miles northwest of INTXN
at FL230. I set 23,000 feet in the altitude window. The
Captain worked the FMC. We were direct INTXN with
several abeam fixes preceding INTXN on the FMC Legs
page. The aircraft was in VNAV (Vertical Navigation)
path. The Captain created the INTXN/-65/230 fix and
shortly thereafter, the aircraft started a descent. When
Center called to confirm our clearance, we were passing
FL260 approaching the 65 mile fix. We were well above our
crossing restriction….
One of the factors in this error was automation
complacency. The FMC does such a great job of flying the
aircraft that normally you “set it and forget it.” I usually
check and double check the automation. And, in this case,
manually compute the descent rate, speeds, progress, etc.,
to ensure meeting the crossing restriction. But today,
distractions and fatigue led to poor prioritizing and
getting out of the loop. The lesson is to reemphasize the
critical need to set correct priorities, to overcome the
distractions, and always fly the aircraft

While flying [an] arrival…[procedure], we were issued
holding instructions. The holding data was entered in the
FMC and the airplane was slowed prior to arriving at the
holding fix. As we entered the holding pattern, I was about
to report to ATC when we received a call from the flight
attendant. Although this call turned out to be routine, it
came across as an emergency call from the cabin…. At this
point, the Captain called my attention to a vibration on the
airplane. After a brief moment of investigation, we
discovered that the source of the vibration was a loss of
airspeed, which, when combined with the bank angle of
the aircraft, resulted in a stall and a subsequent loss of
altitude (approximately 500 feet). We tried to get a lower
altitude from ATC, but they were unable to accommodate
the request due to other traffic holding below us. Once
recovery was complete, we returned immediately to our
　
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