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frequency at a 16-mile final and I initially issued traffic 6
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 2009 Report Intake
Air Carrier/Air Taxi Pilots 2241
General Aviation Pilots 842
Controllers 59
Cabin/Mechanics/Military/Other 396
TOTAL 3538
ASRS Alerts Issued in May 2009
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 6
Airport facility or procedure 6
ATC equipment or procedure 3
Company policy 2
Maintenance procedure 2
Total 14
miles ahead, heavy B767, report it in sight. The B737 began
to search for traffic while I continued working other traffic
on the frequency. The preceding B767 began to slow way
down at this point as he reached the FAF and I saw that
indeed the following B737 would need to slow down as well,
or call the traffic in sight for a visual approach just like all
the other aircraft I had been handling in that fashion. At
this point I did not use speed control on the B737 because
he was well outside of my ‘FAF/5 miles’ jurisdiction, not
to mention Approach was filling the final behind him very
tight as well, and I did not want to interrupt the sequence
with a very slow aircraft…Once the B737 reached a 10-mile
final, I made an additional traffic call to see if he had the
heavy in sight. The B737 reported the field in sight and
again I prompted him that I needed him to ‘report only
traffic please.’ At this point the preceding heavy B767 had
reached a 2-mile final and the B737 was at a 7-mile final all
according to the Tower Display Workstation radar scope….
What would you have done?
• Advised the trailing B737 he had 10 seconds to report
the B767 in sight.
• Instructed the trailing B737 to reduce to minimum
approach speed.
• Canceled the trailing B737’s approach clearance.
• ? ? ?
Situation #3: “Found Throttle Completely
Disconnected” (Beech Bonanza Pilot)
n On the first leg of a 2-leg trip, the throttle felt slightly loose,
like it needed tightening. Made note to check when we got
home. Couldn’t find anything wrong during preflight or runup
for second leg. Uneventful trip home at 6,000 feet. [I] left
throttle wide open as usual. Began descent…Advised airport
in sight about 10 nm out. Approach cleared me for a visual
Runway 14L and handed me off to Tower. Near airport, tried
to slow, found throttle completely disconnected, could move
lever forward and aft, but no change in manifold pressure.
Since other controls worked properly, decided to land using
prop, gear, and flaps to control speed. Tower cleared me to
land on Runway 14L. Entered left base. Airspeed on final
about 110 knots (versus 90 knot target). Attempted to land
despite higher speed, but aborted landing after bouncing
twice. Advised Tower going around, throttle problem. Told
to make right traffic, plan for Runway 14R. Acknowledged
change in runways, continued climbout, began climb, and
selected gear up. Gear lights stayed green, red ‘in transit’
light never came on, rate of climb lower than normal….
What would you have done?
• Assumed gear-down indications were correct and tried
another approach.
• Departed the pattern for troubleshooting.
• Declared an emergency with the Tower.
• ? ? ?
The Rest of the Story -
The Reporter’s Actions
Situation #1: “Our Airspeed Was at the
Lowest Allowable” (A320 First Officer)
• The Reporter’s Action: Alerted the Captain to
being left of centerline and very low.
Do You Agree?
n …I said ‘I show you WELL left of centerline and very
low.’ Just then, the Airbus voice called out ‘Speed, Speed.’
The Captain added lots of power and was trying to climb
when I realized that the speed brakes were deployed to the
Full Up position. I told the Captain this as I immediately
retracted them, and then things went back to normal.
The contributing factors were: 1) The lack of an ILS
approach to a ‘black hole approach’ over water at night. 2)
Our relative unfamiliarity with the airport led to confusion
about where the ‘air base’ was and what altitude we should
be at. I think Approach should always reference approach
fixes, DMEs, or ‘miles to the field’ when giving altitudes.
3) The speed brakes cause virtually no vibration on the
Airbus. The only indication that they were out was the
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