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English comprehension problems occur at U.S. airports, too,
as the Captain of an A320 describes.
n Fuel load was 21,182 pounds. Left tank was fueled to
13,770 pounds, right tank had 7,700 pounds. I went to
fueler who was already back in his truck getting ready to
drop off fuel slip and tried to convey to him the improper
fuel balance. He spoke only broken English and obviously
could not understand the severity of the problem. We had
already called for a fuel supervisor, whose English wasn’t
Number 355 July 2009
ASRS continues to receive feedback from CALLBACK
readers that our “interactive” issues (requiring
readers to assess possible solutions to reporters’
problems) are thought-provoking and educational.
On this month’s front page, you will find a selection
of incident report excerpts (the “first half of the
story”), followed by several plausible answer choices.
Select the answer choice for each incident that seems
the best course of action. On the back page, you will
find the “rest of the story” – the actions actually
taken by reporters to resolve their situations.
Keep in mind that reporters’ actions may not always
represent optimal safety solutions, and that these
incidents are intended to foster further thought and
discussion.
Situation #1: “Our Airspeed Was at the
Lowest Allowable” (A320 First Officer)
n The ILS to Runway 36L was NOTAM’ed out of service,
so we expected to do a [nighttime] visual to Runway 36L.
We came in fairly high on a left downwind and reported
the field in sight. Approach cleared us for the visual and
told us to maintain 3,600 feet until ‘north of the air base.’…
The Captain called for ‘gear down’ and entered a very steep
bank to turn left base, but I realized we would be rolling
out WELL left of centerline, and we were starting to get
low with a high descent rate. The Captain seemed totally
flustered and I was sure he was looking at something other
than the actual runway. On about a 5-mile final, could see
the PAPI and all the lights were red, and our airspeed was
at the lowest allowable speed (VLS )….
What would you have done?
• Called for a go-around
• Alerted the Captain to being left of centerline and
very low.
• Assumed control of the aircraft.
• ? ? ?
Situation #2: “Pilots Were Slowing Way
Down” (Local Controller)
n While working Local Control South…on a predominantly
arrival favored runway, the South Final Approach
Controller was running successive arrivals very tight down
to minimum separation. Wake turbulence was involved
in nearly every arrival seeing that nearly every arrival
was either a heavy jet or B757. Compression factor from a
5-mile final inbound was extra cumbersome due to strong
headwinds and gusts, and it seemed like pilots were just
overall slowing way down inside the 5-mile final…
The B737 that this report applies to checked onto my
frequency at a 16-mile final and I initially issued traffic 6
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 2009 Report Intake
Air Carrier/Air Taxi Pilots 2241
General Aviation Pilots 842
Controllers 59
Cabin/Mechanics/Military/Other 396
TOTAL 3538
ASRS Alerts Issued in May 2009
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 6
Airport facility or procedure 6
ATC equipment or procedure 3
Company policy 2
Maintenance procedure 2
Total 14
miles ahead, heavy B767, report it in sight. The B737 began
to search for traffic while I continued working other traffic
on the frequency. The preceding B767 began to slow way
down at this point as he reached the FAF and I saw that
indeed the following B737 would need to slow down as well,
or call the traffic in sight for a visual approach just like all
the other aircraft I had been handling in that fashion. At
this point I did not use speed control on the B737 because
he was well outside of my ‘FAF/5 miles’ jurisdiction, not
to mention Approach was filling the final behind him very
tight as well, and I did not want to interrupt the sequence
with a very slow aircraft…Once the B737 reached a 10-mile
final, I made an additional traffic call to see if he had the
heavy in sight. The B737 reported the field in sight and
again I prompted him that I needed him to ‘report only
　
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