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is a good thing, it should not be required at virtually every
ATC facility in the country.
Another reader suggested a step back from the cone of confusion:
Pilot Feedback: …Take a step back from the cone of
confusion and maybe the procedure turn’s true purpose
will provide sensible answers when the AIM’s laundry list
does not. The PT is not added to the approach just so the
pilot can burn some more gas. It is my understanding that
the PT is for either: alignment with, or descent to, the FAF.
If you don’t need to do either, I believe the controller and
the prudent pilot would both assume a straight-in should be
accomplished. Actually, I think the PT is a holdover from the
non-radar environment. If you’re actually receiving vectors
to an approach, the controller is (I think) required to align
you with final and at a reasonable altitude to safely fly the
rest of the approach.
But note our reader’s use of “believe,” “assume,” and “I think.”
Assumption can be a dangerous companion in the IFR approach
environment, especially in IMC.
In Conclusion: ASRS hopes that our March issue, along
with this month’s publication of reader responses, will
contribute to ongoing dialogue and constructive resolution of
potential confusion when conducting IFR approaches.
Number 365 May 2010
Readers Weigh in on
was most involved in the incident as she was first on the scene.
I retrieved oxygen from mid-galley and took it to her…Captain
advised passengers we were returning to our departure airport and
would be landing in 25 minutes. Landed and passenger was in aisle
upon landing….
In this situation I witnessed, it was pretty extreme and getting back
on an aircraft with call lights that Maintenance had placarded upset
me to the point of having to remove myself at the time. My thoughts
went back to security as well as medical in this given situation.
ASRS learned during a callback to this reporter that the passenger
and her mother were in the center section seats where they were
not seen for an estimated three minutes after the daughter’s seizure
began. The passenger was experiencing a Grand Mal seizure and
was apparently choking to death. The aircraft did return quickly
enough to save the passenger’s life, but flying with the disabled call
system was not safe, in the reporter’s opinion.
Decked by the Door
A CRJ-700 Captain was following company procedures while
taxiing in to the gate. Signals from the Ground Crew appeared
normal. Then the Flight Attendant went to open the main
passenger door…
n After landing the aircraft, I taxied to the gate. Under the
direction of the Marshaller, I taxied the aircraft to a stop at gate.
After receiving the brakes ‘set’ and chocks ‘in’ signals from the
Marshaller, I performed my usual shutdown checklist flow. After
turning off the seatbelt sign, the Flight Attendant opened the main
passenger door. While the door was opening downward, the door
struck a Ramper walking under the door on the head. He fell to
the ground. The Flight Attendant notified me of what happened.
I opened the cockpit door and contacted paramedics to respond
to the scene. We attempted to assist the Ramper until paramedics
arrived…I was informed by another Ramper after the event occurred
that the Ramper was walking back along the right side of the aircraft
to retrieve the chocks to put them in place in front of the CRJ700
aircraft. For some unknown reason the chocks had been left in the
location that would be appropriate for a CRJ200 but the additional
length of the CRJ700 placed the chocks to the right rear of the
main passenger door. This and miscommunication between the
ground personnel and the crew caused the event. I believed it was
completely safe to turn off the seatbelt sign and perform my after
shutdown flow….
Additional training should occur to standardize the procedures to
be utilized by both flight crew and ground personnel during the
shutdown and door opening process so that this incident does not
occur again. In addition, ground personnel must be aware that the
door may open anytime after an aircraft arrives at the gate and the
brakes-set, chocks-in signal is received by the flight crew under the
current procedures.
365
There are almost 1,500 reports in the ASRS Database Online
(DBOL) that describe some type of physical injury or
incapacitation associated with a reported incident. Many of these
events reflect common threads related to communication, or
　
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