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issue will illuminate NEW, but potentialy critical
issues that have come to our attention — often as
a result of receiving large numbers of reports on a
single issue in a short time period.
Pilot/Controller Heads Up! — Altimeter Errors
Every winter, areas of low pressure develop as storm
systems move across the country. The low pressure areas
and associated weather are predicted by meteorologists,
tracked real-time by weather radar, and confirmed after
the fact by increases in ASRS reports dealing with altitude
overshoots, undershoots, and missed crossing restrictions.
Winter weather will be around for a while yet. Heads up!
Be alert for unusually low altimeter settings.
■ The aircraft was prepared for departure from [a nontowered
airport] with no weather reporting. I thought the
altimeter was set to field elevation of 710 feet. Several
checks of the altimeter were made before departure. I felt
the climb to cruise altitude of 2,500 feet was taking longer
than normal even though the rate of climb was very good.
After leveling off at 2,500 feet, I felt like I was higher than
normal. The ASOS (Automated Surface Observing System)
frequency was checked about 12 miles from destination
and a minor altimeter setting adjustment was made in
accordance with that report. I started a descent to pattern
altitude (1,600 feet) about nine miles out and transmitted
my position and intentions on the UNICOM frequency. The
UNICOM operator reported winds and altimeter setting
which were acknowledged. Once again, during descent,
I felt that the aircraft was higher than normal. It wasn’t
until I turned downwind that I finally realized that the
altimeter had inadvertently been set to 29.70 inches instead
of 30.74 inches. When initially setting the altimeter, I only
moved the setting a slight amount to get the needle to
indicate the field elevation. I never noticed that the 1,000
foot needle was below 0 feet. The last time the aircraft was
flown was six days earlier when there was a low pressure
system in the area.
■ On descent we were given an altimeter setting of 29.34
inches. Because it was so low, I double checked with ATIS
and found that it was correct. Going through 18,000 feet,
I called and set 29.34 on both altimeters on my side and
cross-checked the First Officer’s side. Apparently, I only
checked the last two digits. I did not realize that his was
set at 30.34. Since that produced a difference of 1,000 feet,
I did not recognize the discrepancy when the dials were
winding down in tandem. As “10” started showing on my
altimeter digital readout, I realized that something was
amiss. The First Officer immediately stopped the descent,
reset, and leveled at 11,000 feet. We missed our altitude
by about 500 feet…. I was making an announcement to
the cabin when the “1,000 feet to go” call should have been
made. A very experienced flight crew made an error that 99
out of 100 times would have been caught. It gave me a wake
up call.
Flight Attendant Heads Up! — Cabin Doors
Sometimes there is no readily apparent reason for an
influx of reports dealing with a particular issue. It may
simply be that enough time has passed since there was
widespread discussion or increased emphasis on the
matter and people have grown complacent. Whatever the
reason, there has been a recent surge in flight attendant
reports which deal with arming and disarming cabin
doors. Heads up! Check and cross-check.
■ I failed to arm the 1R door for departure. The [inbound
aircraft, a B767-300] was about two and one-half hours
delayed. I felt rushed to get the galley in first class set up.
I didn’t hear the command to arm the doors for departure.
Because it was going to be bumpy during the climb, we
were told to remain seated. When we reached altitude, the
Captain called the Purser to notify her that a warning
light indicated that door 1R was not closed properly. We
looked at the door and then realized that it was not armed.
We tried arming the door, but couldn’t. The Captain then
descended and proceeded to burn fuel for a landing back
at [departure airport]. Mechanics determined that the door
was not closed properly….
■ The 1L and 1R doors in first class [of our B757-200]
were not disarmed after the announcement was made.
I checked doors 3 and 4 and they were disarmed. I was
on my way to the first class compartment when I was
interrupted by a passenger. With the distraction, I forgot to
check whether 1L and 1R were disarmed.
■ I failed to disarm door 1R on a B737. Fortunately, the
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