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EVENT SET 2
Event Set #2 will be as the aircraft approaches the end of the runway for departure. The trigger will be the stop of departures because of thunderstorms. Conditions include:
TAKEOFF FROM CONTAMINATED RUNWAY NEAR RUNWAY LIMIT WEIGHT
LOW VISIBILITY TAXI
PLANNING FOR WINDSHEAR DEPARTURE.
REROUTE AROUND THUNDERSTORMS
DIFFERENT INTERSECTION FOR DEPARTURE
EVENT SET 3
Event Set #3 is the takeoff and area departure. The event trigger will be a minor system problem after to V1. The conditions include:
WINDSHEAR PLANNING REQUIRED DURING THE TAKEOFF
THUNDERSTORMS IN THE DEPARTURE AREA
HEAVY WEIGHT, RUNWAY LIMIT TAKEOFF WITH HIGH SURFACE TEMPERATURE
GUSTY SURFACE WINDS ON DEPARTURE
Appendix G
Sample ASRS Incident Reports
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Report 01
We were already in a descent from 10000 to 8000' when approach recleared us to continue the descent to 6000'. The Captain, who was flying the aircraft on autopilot, did not descend past 8000'. As we began this flight the Captain was in a not so good a mood. Early morning, late arrival, arguments with the station manager and a very abrasive and intimidating attitude towards myself. At this point in the flight the Captain was flying the aircraft via the autopilot in a descent. I told the Captain I was going off 1 to call company on #2. At the same time approach called and recleared us to a lower alt of 6000'. As I scanned the flight instrument I dialed in 6000' on the alt preselect and noticed the autopilot attempting to level off at 8000' with a 250' fpm rate of descent. I looked at the Captain and said, "O.K., now I’m off 1 to call company on 2 again." He acknowledged with a statement, "fine, knock yourself out." Now as I was on #2 radio I noticed the Captain off #1 and on the P/A. Next I noticed, as I came back on #1, that the Captain had not descended to 6000'. We were level on autopilot at 8000' and approach was calling for us to descend immediately to 6000' for conflicting traffic. The Captain also came back on and heard the calls. We descended to 6000' and the Captain yelled at me to keep my ears open and so on. I decided not make an argument with him sensing it would further endanger the flight as we entered the terminal area and work load was increasing. I wanted to punch out the Captain at first for the way he treated me and the flight. I calmed my self down and concentrated on doing my job, even though I knew there would be a lesser degree of safety due to the Captain’s attitude. I learned again not to relax my scan, even when flying with a guy who was as intimidating as this one. I'll always speak up.
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本文链接地址：Developing Advanced Crew Resource Management (ACRM) Training: A Training Manual(116)
