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prevent this from occurring again we [should] make sure
that the interior floor is not catching on the pilot’s foot.
Altimeter Setting Reminder
A legacy of this past winter was a rash of
reporting to ASRS on altimeter setting
errors. These reports arrived in batches,
as numerous flight crews experienced the
same problem, on the same day, in areas
of the country that were encountering
low barometric pressure.
Most of these altimeter setting errors resulted in altitude
deviations – a cause for concern since altitude deviations
can result in near mid-air collisions and controlled flight
towards terrain. Fortunately, most of these deviations were
detected and corrected before hazardous incidents occurred.
For a B737 flight crew, expectation of a “normal” altimeter
setting and a copying error led to an altitude overshoot.
■ Enroute to ZZZ, marginal weather being discussed,
First Officer obtained ATIS. He wrote down ZZZ altimeter
as 29.80, which was set out of FL180. Clearance altitude
was 11,000 feet, Captain flying on LNAV, aircraft leveled
at 11,000 feet. Center inquired about altitude, said they
showed us low. We both checked the altimeters which read
11,000 feet. Handoff to Approach [followed] shortly after
where he gave us an altimeter of 28.90 and a descent to
10,000 feet. Confirmed 28.90 and realized the ‘8’ and ‘9’
had been reversed. Reset altimeters and continued to ZZZ...
I feel workload combined with an altimeter setting rarely
seen caused the numbers to be reversed.
This incident offers a reminder that obtaining altimeter
settings close to the approach segment (particularly the
transition level of FL180) complicates the task of preparing
for landing, and may lead to altimeter setting errors.
A possible controller error was a factor in another flight
crew’s altitude overshoot.
■ On descent into ZZZ, while passing FL190, Center issued
us further descent to 7,000 feet, the altimeter setting and a
frequency change. We think the controller may have given
us an incorrect altimeter setting, 30.27, instead of 29.27
for landing in ZZZ. Regardless, the Captain and I set
30.27 instead of the correct setting of 29.27. We continued
to what we thought was 7,000 feet for the level-off. After
reaching level-off, the controller...told us to climb to 7,000
feet. I responded that we were level at 7,000 feet. He told
us the altimeter setting and we corrected it, and climbed
to the ‘correct’ altitude...The Captain and I talked about it
after we arrived at the gate and decided that in the future,
it would be better to compare the controller’s altimeter
setting to what we received from the airport ATIS on the
ACARS printout. If there seems to be a discrepancy, ask the
controller for clarification.
Sticky Wickets
“Sticky wicket” is a term from the game of cricket referring
to a field that is partly dry and partly wet, a playing
surface that creates difficult bounces for the batter. More
generally, it is any hazardous or uncertain life situation.
Meet the Staff
Thomas “Tom” Tighe
ASRS’s newest addition to
the analyst staff, Tom Tighe
(rhymes with “sky”), has done
it all – flown Air Force jets,
commercial jets, gliders, and
tow planes. Tom joined the
ASRS staff in June 2007,
and is bringing his diverse
background in aviation to
analysis of ASRS reports from
air carrier and GA pilots.
Tom’s flying career started with Air Force pilot
training and a brief stint flying the F-102. Next he
flew the F-106 and, in his words, “fell into the best
assignment in the Air Force” – flying F-106’s out of
Hamilton Air Force Base in California. His role in
the F-106 air defense mission continued with an
assignment to the Michigan Air National Guard.
Tom was hired by United Airlines as a pilot and
returned to California, flying out of San Francisco
International Airport for more than 28 years. During
a 2-1/2-year furlough from his airline career, he flew
gliders and tow planes in California’s Napa Valley.
Back with United, he flew the B727, B737, B747,
B757, B767, and B777 as Captain. He retired from
United in October 2006.
Number 333 September 2007
Over the past year, ASRS has received many reports
of damage to aircraft and occasional injury to ramp
personnel during airport ramp operations.
Whether a ramp incident occurs during taxi-in to the
gate (this month’s front page), or during pushback
　
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