Divert bna, emergency declared account ill passenger.

Attributes
ACN	163189
Time
Date	199011
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : bna
State Reference	TN
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zme tower : bna
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	landing other other
Route In Use	approach : straight in enroute : direct
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 120 flight time total : 21500 flight time type : 14000
ASRS Report	163189
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	other anomaly other
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance other
Consequence	other
Supplementary
Primary Problem	Airport
Air Traffic Incident	other
Situations
Airport	procedure or policy : unspecified

Narrative:

As captain on flight en route from kansas city international airport to charlotte, nc, the senior F/a notified me of a lady passenger with a lot of bleeding and cramping. Luckily there was a medical doctor on board. After the doctor examined her the F/a advised me she was in serious condition and was probably having a miscarriage. The doctor said she needed emergency care. We notified memphis ARTCC and squawked 7700 on transponder. We were given priority handling into nashville, tn. I landed straight in on runway 13 and turned off midfield. I could see flts taxiing out of taxiway T1 for runway 20R. So as to give right hand traffic flow and expedite ramp arrival I headed for taxiway T2 and nashville ground control cleared me to turn into taxiway T2. After clearing T2 and entering the ramp I was blocked adjacent the concourse by an air carrier medium large transport. I then pulled off to the left so he could taxi on by and open up the taxiway for us. For a while he would not move his large transport. I finally told him to move his large transport that we had an emergency problem and he was in the way. The large transport replied back that we were in our own way and overly excited about the problem. I told him I pulled off to the left so he could continue to taxi and we could then taxi into our gate. After he moved on I parked at the gate and EMS was there to help the lady. I was surprised that after all the good ATC handling that there would be any problem on the ground. What type of coordination does FAA ground control have with company controled ramps in a case like this? Callback conversation with reporter revealed the following information. Advised the reporter no coordination between ramp control and the ground control is made, one controls one area and the other his. Feels this should be looked into when an emergency is in progress. Is much concerned since his company is deactivating the loading stairs on he aircraft account of high maintenance costs. Feels the slides are not the best way to get people off in an emergency.

Original NASA ASRS Text

Title: DIVERT BNA, EMERGENCY DECLARED ACCOUNT ILL PASSENGER.

Narrative: AS CAPT ON FLT ENRTE FROM KANSAS CITY INTL ARPT TO CHARLOTTE, NC, THE SENIOR F/A NOTIFIED ME OF A LADY PAX WITH A LOT OF BLEEDING AND CRAMPING. LUCKILY THERE WAS A MEDICAL DOCTOR ON BOARD. AFTER THE DOCTOR EXAMINED HER THE F/A ADVISED ME SHE WAS IN SERIOUS CONDITION AND WAS PROBABLY HAVING A MISCARRIAGE. THE DOCTOR SAID SHE NEEDED EMER CARE. WE NOTIFIED MEMPHIS ARTCC AND SQUAWKED 7700 ON XPONDER. WE WERE GIVEN PRIORITY HANDLING INTO NASHVILLE, TN. I LANDED STRAIGHT IN ON RWY 13 AND TURNED OFF MIDFIELD. I COULD SEE FLTS TAXIING OUT OF TXWY T1 FOR RWY 20R. SO AS TO GIVE RIGHT HAND TFC FLOW AND EXPEDITE RAMP ARR I HEADED FOR TXWY T2 AND NASHVILLE GND CTL CLRED ME TO TURN INTO TXWY T2. AFTER CLRING T2 AND ENTERING THE RAMP I WAS BLOCKED ADJACENT THE CONCOURSE BY AN ACR MLG. I THEN PULLED OFF TO THE L SO HE COULD TAXI ON BY AND OPEN UP THE TXWY FOR US. FOR A WHILE HE WOULD NOT MOVE HIS LGT. I FINALLY TOLD HIM TO MOVE HIS LGT THAT WE HAD AN EMER PROB AND HE WAS IN THE WAY. THE LGT REPLIED BACK THAT WE WERE IN OUR OWN WAY AND OVERLY EXCITED ABOUT THE PROB. I TOLD HIM I PULLED OFF TO THE L SO HE COULD CONTINUE TO TAXI AND WE COULD THEN TAXI INTO OUR GATE. AFTER HE MOVED ON I PARKED AT THE GATE AND EMS WAS THERE TO HELP THE LADY. I WAS SURPRISED THAT AFTER ALL THE GOOD ATC HANDLING THAT THERE WOULD BE ANY PROB ON THE GND. WHAT TYPE OF COORD DOES FAA GND CTL HAVE WITH COMPANY CTLED RAMPS IN A CASE LIKE THIS? CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO. ADVISED THE RPTR NO COORD BTWN RAMP CTL AND THE GND CTL IS MADE, ONE CTLS ONE AREA AND THE OTHER HIS. FEELS THIS SHOULD BE LOOKED INTO WHEN AN EMER IS IN PROGRESS. IS MUCH CONCERNED SINCE HIS COMPANY IS DEACTIVATING THE LOADING STAIRS ON HE ACFT ACCOUNT OF HIGH MAINT COSTS. FEELS THE SLIDES ARE NOT THE BEST WAY TO GET PEOPLE OFF IN AN EMER.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.