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crew’s mindset, and a repeated misunderstanding was
the result. An Air Carrier Captain reports:
■ Ground man checked in on the headset prior to
departure and briefed a powerback with a left turn.
During the powerback, the ground man gave the signal
for a right turn. Since I was primed by the briefing for a
left turn, I began a left turn. This rightly excited the
ground man who stopped me, brought me forward, and
began the powerback again. Again, he gave the signal
for a right turn, and again I turned left. By this time
the ground man was pretty frustrated. We finished the
powerback straight out and the flight departed.
Departing, I saw another aircraft on the taxiway behind
us. We would have been nose-to-nose with it if I had
turned as I was trying to do.
The briefing had said a left turn, so even though he was
giving a right turn, in my mind, I had locked into a left
turn. The system worked as it was supposed to…the
ground man used the proper signals to stop the aircraft
from doing something he didn’t want it to do, and got
the problem sorted out. The flight departed without
incident or compromising safety. A good job by the
ground man in the face of confusion.
Although the reporter does not indicate that the
problem was a “left/right” confusion, such errors also
occur. Some airlines avoid this issue by requiring the
ground crew to describe the compass direction the
nose of the aircraft will be pointed during the
pushback turn. +Medical Addenda
In response to our recent discussion of flight crew
incapacitation, a letter from an Aviation Medical
Examiner (AME) provided additional information about
the AME medication guide.
✍ While the AME guide does reference many
medications…the FAA intentionally does not publish an
all-inclusive “laundry list” of either approved or nonapproved
medications. Many new medications are being
approved by the FDA all the time. It would be impossible
for the FAA to continually update such a list in a timely
manner.
[Further], many drugs are approved for certain medical
conditions but not for others. For example, Beta-blockers
are commonly used medications in the treatment of
hypertension, and are approved for use by pilots for this
purpose. However, they may also be prescribed for panic
attacks, and in this case it is the underlying medical
condition that is disqualifying for pilots.
Of course, there are some drugs that are always
disqualifying. These include drugs of abuse and
psychoactive drugs such as tranquilizers. Many of these
are reasonably well discussed in the AME guide.
From an ASRS reporter:
Good decisions come from wisdom,
Wisdom comes from experience,
Experience comes from bad decisions,
Experience like this I don’t need.
Nugget
Number 201 March 1996
Significant Others
Most ASRS reporters describe incidents or mistakes that
came about as a result of their own actions or inactions.
Although pilots take final responsibility for the safe
operation of the aircraft, they can sometimes trace a key
link in the error chain back to some “significant other.”
In our first report, a corporate helicopter experienced a
mechanical malfunction due to foreign object damage.
■ While enroute from XYZ, the #1 engine oil temp began
to rise. I started to return to XYZ; however, it became
obvious that the oil temp was climbing too quickly to
continue. The engine was shut down when the oil temp
exceeded limits, [and the flight diverted to nearby ABC].
I had completed a thorough preflight, as had a company
mechanic. [On postflight], a white diaper used by the
cleaning personnel was found in the oil cooler blower. The
aircraft is white and the diaper could be easily missed.
Cleaning crews are not aviation personnel and do not
understand the importance of keeping track of rags.
Management, pilots, mechanics—all need to communicate
to non-aviation personnel how essential it is that no
foreign objects are left in or near an aircraft.
A Real Tail-Dragger
Weight and balance determination is often the result of
input from a number of people, including the pilot, the
baggage handler, the gate agent, and even the
passengers. In the following report from a commuter
airline First Officer, all the people involved—and the
aircraft—were ultimately at the mercy of an airline
operational policy.
■ On the flight from ABC to XYZ [and continuing to
JFK International Airport], I planned (per company
policy) to use normal baggage weight, which is 23.5 lb.
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