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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Attributes | |
ACN | 464938 |
Time | |
Date | 200003 |
Day | Thu |
Local Time Of Day | 1201 To 1800 |
Place | |
Locale Reference | airport : okc.airport |
State Reference | OK |
Altitude | agl single value : 0 |
Environment | |
Flight Conditions | Mixed |
Light | Daylight |
Aircraft 1 | |
Operator | common carrier : air carrier |
Make Model Name | Large Transport, Low Wing, 3 Turbojet Eng |
Operating Under FAR Part | Part 121 |
Flight Phase | ground : preflight ground : taxi ground : takeoff roll |
Flight Plan | IFR |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : second officer |
Qualification | pilot : instrument pilot : multi engine pilot : flight engineer pilot : cfi pilot : atp |
Experience | flight time last 90 days : 40 flight time total : 5100 flight time type : 40 |
ASRS Report | 464938 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : atp |
Events | |
Anomaly | ground encounters : fod non adherence : company policies non adherence : published procedure non adherence other |
Independent Detector | other other : 4 |
Resolutory Action | none taken : detected after the fact |
Consequence | faa : reviewed incident with flight crew |
Supplementary | |
Problem Areas | FAA Flight Crew Human Performance |
Primary Problem | Flight Crew Human Performance |
Narrative:
We arrived at the airport in okc at XA30 local for an XB30 departure to tul. There had been some thunderstorms in the area earlier in the day. The arriving aircraft that we were to take to tul arrived late. As we waited for the aircraft to arrive, an FAA inspector advised us he would be observing from okc and on to atl. He asked how long I had been with my airline and I told him I had just finished IOE 2 weeks before. The aircraft finally arrived and we all boarded the aircraft. There were a couple of items in the logbook that were MEL'ed. One was a yaw damper and another was a passenger convenience item. The FAA inspector asked to see the applicable logs while I was looking at them so I complied and continued with the cockpit preflight items. The inspector asked for certificates and company manuals. Meanwhile, I continued to try and finish the necessary checks. Passenger started boarding at this time. I exited the aircraft to complete the exterior inspection and the inspector followed to observe. He asked questions during the inspection concerning aircraft equipment. We re-entered the cockpit where I completed further checks. Once again he asked for more manual information. We completed the checklists and pushed back late and hurriedly. In our rush we had neglected to note the outside air temperature had dropped below 10 degrees C. It was reported as 9 degrees C and the txwys were slightly wet from previous thunderstorms. This condition should have required the use of engine anti-ice but due to expedited checklists and what I perceived as 'pressure' from the inspector, we neglected to turn the engine anti-ice on. I had also incorrectly noted the appropriate engine out clean up altitude on the takeoff data card. The approximately flight time to tul was 20 mins and the flight was extremely quick and uneventful. We were debriefed by the inspector at tul. I believe there were several fundamental contributions to these errors. The WX, time constraints, and interference with my duties by the FAA inspector. I felt as if I was taking a check ride which in itself does not bother me, but the timing of his questions was inappropriate. That, in combination with being new, did not help with an expedited departure. I should note, the inspector continued on with us to atl and noted no specific abnormalities and even stated that we worked very well together and used good CRM. Solutions, 2 things: slow down, and I should have asked the FAA inspector to kindly not interfere with my duties.
Original NASA ASRS Text
Title: FE OF AN LGT FAILED TO NOTE OUTSIDE TEMP DURING PREFLT RESULTING IN NOT USING ENG ANTI-ICE AS REQUIRED BY ACTUAL TEMP INFLT.
Narrative: WE ARRIVED AT THE ARPT IN OKC AT XA30 LCL FOR AN XB30 DEP TO TUL. THERE HAD BEEN SOME TSTMS IN THE AREA EARLIER IN THE DAY. THE ARRIVING ACFT THAT WE WERE TO TAKE TO TUL ARRIVED LATE. AS WE WAITED FOR THE ACFT TO ARRIVE, AN FAA INSPECTOR ADVISED US HE WOULD BE OBSERVING FROM OKC AND ON TO ATL. HE ASKED HOW LONG I HAD BEEN WITH MY AIRLINE AND I TOLD HIM I HAD JUST FINISHED IOE 2 WKS BEFORE. THE ACFT FINALLY ARRIVED AND WE ALL BOARDED THE ACFT. THERE WERE A COUPLE OF ITEMS IN THE LOGBOOK THAT WERE MEL'ED. ONE WAS A YAW DAMPER AND ANOTHER WAS A PAX CONVENIENCE ITEM. THE FAA INSPECTOR ASKED TO SEE THE APPLICABLE LOGS WHILE I WAS LOOKING AT THEM SO I COMPLIED AND CONTINUED WITH THE COCKPIT PREFLT ITEMS. THE INSPECTOR ASKED FOR CERTIFICATES AND COMPANY MANUALS. MEANWHILE, I CONTINUED TO TRY AND FINISH THE NECESSARY CHKS. PAX STARTED BOARDING AT THIS TIME. I EXITED THE ACFT TO COMPLETE THE EXTERIOR INSPECTION AND THE INSPECTOR FOLLOWED TO OBSERVE. HE ASKED QUESTIONS DURING THE INSPECTION CONCERNING ACFT EQUIP. WE RE-ENTERED THE COCKPIT WHERE I COMPLETED FURTHER CHKS. ONCE AGAIN HE ASKED FOR MORE MANUAL INFO. WE COMPLETED THE CHKLISTS AND PUSHED BACK LATE AND HURRIEDLY. IN OUR RUSH WE HAD NEGLECTED TO NOTE THE OUTSIDE AIR TEMP HAD DROPPED BELOW 10 DEGS C. IT WAS RPTED AS 9 DEGS C AND THE TXWYS WERE SLIGHTLY WET FROM PREVIOUS TSTMS. THIS CONDITION SHOULD HAVE REQUIRED THE USE OF ENG ANTI-ICE BUT DUE TO EXPEDITED CHKLISTS AND WHAT I PERCEIVED AS 'PRESSURE' FROM THE INSPECTOR, WE NEGLECTED TO TURN THE ENG ANTI-ICE ON. I HAD ALSO INCORRECTLY NOTED THE APPROPRIATE ENG OUT CLEAN UP ALT ON THE TKOF DATA CARD. THE APPROX FLT TIME TO TUL WAS 20 MINS AND THE FLT WAS EXTREMELY QUICK AND UNEVENTFUL. WE WERE DEBRIEFED BY THE INSPECTOR AT TUL. I BELIEVE THERE WERE SEVERAL FUNDAMENTAL CONTRIBUTIONS TO THESE ERRORS. THE WX, TIME CONSTRAINTS, AND INTERFERENCE WITH MY DUTIES BY THE FAA INSPECTOR. I FELT AS IF I WAS TAKING A CHK RIDE WHICH IN ITSELF DOES NOT BOTHER ME, BUT THE TIMING OF HIS QUESTIONS WAS INAPPROPRIATE. THAT, IN COMBINATION WITH BEING NEW, DID NOT HELP WITH AN EXPEDITED DEP. I SHOULD NOTE, THE INSPECTOR CONTINUED ON WITH US TO ATL AND NOTED NO SPECIFIC ABNORMALITIES AND EVEN STATED THAT WE WORKED VERY WELL TOGETHER AND USED GOOD CRM. SOLUTIONS, 2 THINGS: SLOW DOWN, AND I SHOULD HAVE ASKED THE FAA INSPECTOR TO KINDLY NOT INTERFERE WITH MY DUTIES.
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.