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mental checklist for years!!
My insurance company inquires annually as to when
my medical is due. The same [principle] goes for
Biennial Flight Reviews. It is hard to miss the ELT
battery because the annual inspection requires that it be
good through the next year. These other scheduled
responsibilities have a backup memory jogger. This one
just faded from my mind and didn’t resurface until I
had this occasion to be thoughtfully paging through the
plane’s history.
I keep a log sheet in the plane to track engine/airframe
time on a per flight basis. As the bottom of that sheet, I
have blanks for “Next oil change due ___” and “VOR
test: date, place, initials.” A transponder due date
blank will be added to that sheet…
Two Flights Too FAR
A student pilot is now more aware of certificate
limitations and the importance of verifying log entries,
following multiple FAR violations related to an annual
aircraft inspection:

I flew as a student pilot-PIC with the mechanic who
had just completed my Annual Inspection. I recently
learned that the mechanic is not a licensed pilot, and as
such was a passenger on this test flight. Ten days later I
returned to pick up the plane. The mechanic said to take
the plane and he would forward the logs later. I now
realize that I violated FARs again by not inspecting and
verifying that correct entries had been made in the logs
prior to my return trip. I understand I should have
obtained at least a Ferry Permit.
Somewhere, Over the Rainbow
And a geography lesson from a veteran pilot who
explains how he became lost on the paper trail.

This may be the only time an incident occurred
because of over preparation.
Rushed takeoff. Had WAC charts, sectionals and IFR
charts all over the cockpit. Simply missed noticing that
route neared Kansas City Class B airspace.
By way of explanation, I must confess that I thought
Kansas City was in Kansas, not Missouri. So, heading
into Kansas, I didn’t notice the Class B data on any of
my charts. When the event was called to my attention,
the data regarding the airspace was found – in the
corners of charts that I had already put away.
PILOT LOG
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/
Number 250 April 2000
ASRS Recently Issued Alerts On…
Runaway electric trim on an Avro RJ85
Multiple incidents of MEL non-compliance off the gate
Runway incursion and signage problems at an airport
B-767 bulkhead charring caused by an airphone short
Radio frequency disruption of a DC-9 pressure controller
February 2000 Report Intake
Air Carrier / Air Taxi Pilots 2195
General Aviation Pilots 575
Controllers 77
Cabin/Mechanics/Military/Other 180
TOTAL 3027
Passenger Misconduct
Effects on Flight Crews
At the recent 17th Annual International Aircraft Cabin
Safety Symposium held in Los Angeles, California, NASAASRS
staff presented the results of a study on commercial
air passenger behavior problems reported to the ASRS in
1998. Of the total 152 passenger behavior incidents
reviewed, 77 reports were submitted by cabin crew and 75
by cockpit crew. This selection assured that the perspectives
of both pilots and cabin attendants were represented.
The ASRS study revealed that passenger misconduct causes
significant problems to flight deck crews as well as cabin
attendants. A “snapshot” of the study data is revealing:
✈ In 43% of the passenger-related incidents, flight crews
experienced some level of distraction from flying duties.
✈ In more than half of these distraction incidents, a pilot
deviation was the consequence.
✈ In 22% of the total study incidents, a flight crew member
left the cockpit to assist flight attendants in dealing with
an unruly passenger.
✈ Flight crews diverted to an alternate airport to deplane
the unruly passenger in 13% of the total incidents.
The following study report illustrates all of these factors:
 …Passenger became unruly and drunk. The Captain
advised him no alcohol, no touching flight attendant or
passengers. The Captain returned to the cockpit and was
then advised by the flight attendant that the passenger was
brandishing a knife. [We initiated] a descent and diversion
to [alternate airport]. Exceeded 250 knots below 10,000 feet
due to gravity of situation. SWAT team removed passenger
　
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