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Repair Manual (SRM). The trick seems to be digging deep
enough into all the footnotes in the SRM to determine
exactly what the limitations are, as an air carrier
Maintenance Controller reports:
n  The foreman called for the deferral of a working rivet
and edge delamination on the aileron trim tab. The
foreman stated that the rivet was smoking and
delamination was within limits per the SRM for deferral
for repair. I instructed the foreman to verify the limits
and make an interim repair. The time
limit was 25 hours for [final] repair.
While researching a similar problem
[later], I found a reference that states
the [deferral] does not apply to the
aileron trim tabs. The foreman either did
not see the note or missed the limitations of
damage to trim tabs.
Maintenance personnel must ensure that they are looking
at the appropriate section of the SRM for the exact
problem being researched. Careful reading of all
limitations and instructions—including footnotes—should
prevent misinterpretation of the corrective action.
Gone to Ground
Aircraft incidents on the ground can be as hazardous to
persons and property as those that occur in flight. A
commuter Captain reports a near ground-collision during
a night operation:
n  While the Tower was closed, a twin airplane landed
over the top of our flight that had just arrived . We were
on Runway 15, and the other airplane landed in the other
direction on Runway 33. All radio calls were made
according to standard [recommended] procedure. The
[twin] pilot was aware of our position on the runway. He
told us to take the [next exit off the runway]. However, due
to inadequate [taxiway] lighting, we could not locate the
exit and had to roll to the end of the runway.
The twin airplane was about 50 feet over the top of us as
he proceeded to land on Runway 33. Our aircraft’s tail is
21 feet tall. With winds reported to be 140 degrees at 11
knots, I am sure [the twin pilot] exceeded the maximum
tailwind component of the aircraft he was flying.
The commuter crew had the right-of-way until they were
clear of the runway. The timely initiation of a go-around
by the twin’s crew would have prevented this incident.
In another report of a near-collision—this one between
the aircraft and a tug and its crew—an air carrier First
Officer provides evidence that one departure salute may
not be enough.
n  After the ground crew released us with a salute and cleared
the area, we noticed on starting engine #2 that we had no N1
indication and therefore shut down engine #2. Since we were at
the top of the alley, I advised company ramp control of the
situation and our possible return to the gate. Maintenance was
advised, and someone in a go-cart was on the ramp with a
thumbs up, then left the area. After we conferred with the MEL
[Minimum Equipment List] and maintenance, someone on the
radio said he’d confirmed that the N1 was rotating, so we
attempted another start. All systems were OK.
We advised ramp control and went over to Ground Control.
We cleared right and left, and the Captain pushed the
throttles up to start our taxi. The mechanic on the go-cart
had his arms emphatically in the “X” position, and people
were scattering from under our airplane. Apparently the tow
crew came up under our plane and were attempting to
connect the tow bar without making radio contact. Since we
were busy with the MEL and maintenance, we never saw
them approach the aircraft. I do believe the first thing any
ground crew [should] do when they approach an aircraft is to
establish communications either via headset or visually.
The tug crew’s lack of communication set the stage for this
incident. It is also possible that the flight crew’s distraction over
the second engine start caused them to fail to notice the “hold
position” signal from the mechanic before commencing
movement. Confirm the “go,” or the operation is a “whoa.”
Navigational Gremlins
ASRS sometimes receives reports of navigational “gremlins”
that are later attributed to interference from passengers’
portable electronic devices (PEDs) being used in the cabin.
Many of these devices are officially prohibited during specific
flight regimes, but continue to be used in spite of flight crews’
efforts to ensure that the items are turned off. Other items,
such as pagers, are not on the list of prohibited equipment, but
should be according to this reporter, an air carrier Captain:
n  We began to get anomalous indications from both VORs
　
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