曝光台 注意防骗
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armed!’ I could feel a huge force trying to open the door and
could barely hold the handle down…
What would you have done?
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 2006 Report Intake
Air Carrier/Air Taxi Pilots 2232
General Aviation Pilots 844
Controllers 95
Cabin/Mechanics/Military/Other 228
TOTAL 3399
ASRS Alerts Issued in May 2006
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 10
Airport facility or procedure 5
ATC procedure or equipment 5
Company policy 1
Chart, Publication, or Nav Database 2
Total 23
Meet the Staff
Operations Duty Officer. Maintenance Control told us
they (Maintenance) were comfortable with us continuing
and that the Dispatcher was listening, and he/she was
comfortable with it as well…About 15-20 minutes after
that, we got an ACARS message that the Flight Operations
Duty Officer had been contacted and that he/she agreed we
should continue to ZZZ1.
Situation #4: “Iguanas had moved on the
runway”
■ …With sufficient useable runway available prior to
taxiway Y and our weight checked, I felt that a safe landing
could be executed. ATC said to land at [our] own risk due to
iguana, and we landed and cleared at taxiway X.
Situation #5: “I could feel a huge force
trying to open the door”
■ Fortunately, we had a commuting company First Officer
(in uniform) sitting in 1A who heard my warning to the
Customer Service agent trying to force open the door. He
jumped up and grabbed the handle and I shouted through
the cockpit door while pounding on the door: ‘Tell them
the door is armed!’ I then disarmed the door while the
First Officer held the handle so as to not blow the slide…
Customer Service did not clear the fogged-over door window
which would have given them a visual OK/all clear to open
confirmation…along with the requirement that the door be
cracked first before attempting to open….Whew, that was a
close one!
Harvey “The Hammer” Hartmann
Harvey Hartmann joined the
ASRS staff in January 2003
as an Aviation Safety Analyst.
As the ASRS Alert Message
Coordinator, he is responsible
for processing alert messages
that are sent to the FAA and
other organizations. Harvey
also analyzes reports submitted
to the program by air traffic
controllers, GA pilots, and
others.
Harvey brings 36 years of experience as an air traffic
controller to his duties at ASRS. He was Staff Officer
at the Northern California TRACON (NCT) and San
Francisco Bay TRACON; a Supervisor at Bay TRACON,
Los Angles Tower, and Brown Tower; and an air traffic
controller at several California air traffic control facilities.
Prior to his FAA experience, he was in the military for four
years.
In addition to all of his contributions to “this old house” at
ASRS, Harvey spends his time away from work renovating
houses and undertaking remodeling chores.
Situation #1: “We were in a diving right
turn…”
■ I immediately took control of the airplane and recovered
from the unusual attitude. I found the aircraft out of
trim and difficult to control from the right seat. From my
preflight weather briefing I knew that we could sort out
our problems by climbing to VFR conditions on top of the
clouds. I told Approach that we need to climb…We then
received clearance [for] a climb to 10,000 feet. We broke out
of the clouds at 8,000 feet MSL and were able to verify that
all systems were functioning properly and requested an IFR
clearance back to our departure airport. After landing, I
was asked to call the TRACON, which I did, and explained
my unusual attitude and instrument problem.
The lessons I have learned from this are never take your
eye off even your most competent student and declare
an “Emergency” as soon as you realize you are
having a problem complying with the controller’s
instructions and your clearance. The controllers
did not know what my problems were until
I could talk to them from the ground later.
Had I declared an emergency, they
[ATC] would have
understood that I
needed time and space
to reorganize the
cockpit for safe IFR
flight.
Situation #2: “No corrective action [was]
taken by the Developmental”
■ I took over the frequency to issue separation vectors.
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