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Cellular Resource Management
Commercial airline passengers are reminded during every
preflight briefing to turn off electronic devices that may
interfere with aircraft systems – including cell phones.
Now here’s a report that suggests what’s good for the
cabin, is good for the cockpit, too.
The Captain filed the flight plan late so I could
not pick up the clearance until just before the
passengers showed up. We were issued the SID
with transition. I did not have time to look up the
SID because the Captain was in a hurry to taxi out.
He was making calls on a cell phone while he taxied out so
I still could not talk to him. Tower put us in position and
hold on Runway 30L while I yelled for the Captain to turn
off his cell phone. He finally did when they cleared us for
takeoff. We never did brief the takeoff or the SID.
Once airborne, the Captain asked me what we were
supposed to do. I tried reading the text and gave him some
of the instructions as I read them. I got confused at one
point about how to join the transition and
told the Captain. He turned the wrong way.
ATC asked what radial we were trying to
join… They told us to turn right to 140º to
continue the SID and to call Approach once on
the ground.
This would never have happened if the Captain
had not been in such a hurry to get going, AND if he
had been paying attention to flying duties while
taxiing out, instead of talking on his cell phone…
We’re sure this type of event is rare, but it nonetheless
illustrates the importance of effective cockpit
management skills (and training). In effective CRM,
flight crews make flying duties their first priority, and
First Officers participate constructively in resolving
problems.
More from the Maintenance Side
ASRS continues to receive valuable safety suggestions
from the maintenance community. We’d like to share a
recent submission that highlights the importance of both
visual and procedural “markers” for the completion of
maintenance tasks.
I was assigned to perform the #9 A Check on the engine
of an A-320. I followed the job card procedures which
require the deactivation of the hydraulic thrust reverser
control unit by installing a safety pin in the control unit.
While I continued with the engine service, I found a couple
of discrepancies that would need to be addressed… As time
passed, it was near to push-out and run the engines for
leak checks. It was at this point I became rushed and
missed reactivating the thrust reverser hydraulic control
unit…
I did not realize my mistake until I was on my way home
and the aircraft was already airborne. At once I called the
station maintenance controller and explained the problem…
I learned the next day that the aircraft landed safety at its
destination, but that the #1 engine thrust reverser did not
deploy, resulting in diminished stopping capability.
Aside from obviously paying more attention to my work, it
would have been helpful if a remove-before-flight streamer
was installed on the deactivation pin of the control unit. I
would likely have seen the streamer prior to closing the fan
cowls.
ASRS learned in a callback to this reporter that he had
followed maintenance instructions on a job card for the
thrust reverser lockout procedure. The job card directed
the technician to install the lockout pin on the reverser,
but did not direct removal of the pin – instead, it
instructed the technician to “restore aircraft to normal.”
Nor did it require an operational check of the thrust
reverser. The absence of explicit instructions for
completing the job deprived the technician of a memory
jogger that apparently was much needed in the timepressure
situation involved.
Paper Jams
In the dawning era of electronic
flight bags, computerized aircraft
logs, and datalink communications,
let’s not forget the plight of the pilot who
must maintain paper logs, charts, and documentation.
An example is this ASRS reporter who
described “an off-runway altercation with an
intersection marker,” and the chilling aftermath:
I have discovered that my airplane is in violation of
FAR Part 91.411/413 – the altimeter and transponder
tests. The FAA is investigating and wants to see my
maintenance logs. The problem isn’t that I missed by a
few weeks or months. As I paged through the history of
the plane, I saw an old entry for the test and a chill
went through my body. This FAR has been off my
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