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never covered the airport’s…historically, and now
identified, Hotspots! The city needs to replace their
outdated curriculum on airport familiarization and provide
one for airmen that taxi aircraft, and not truck drivers...
Current commercial charts for this airport clearly show
the runway incursion Hotspots as circled areas on the
airport diagram. In a callback conversation with ASRS
analysts, this reporter added that the runway incursion
occurred at a poorly lighted taxiway and runway
intersection. NOTAMS and updated airport charts had
not been entered in the mandatory maintenance
technicians reading file.
Right Spot, Bad Timing
When fuelers and maintenance technicians are
servicing the same aircraft, positive communications
are needed to safely coordinate the work. A B727 flight
crew report to ASRS explains:

During the first flight of the day cockpit setup, I
observed that work was being done on the flight controls.
All placards were normal. Ten minutes into ground
operations, a ground personnel [employee] attracted my
attention from outside the First Officer’s window making
gestures interpreted as “raise the flaps.” After verbally
confirming his intentions and verbally clearing the area
with ground personnel, he again made the upward
gestures and I took steps to raise the flaps. Maintenance
technicians then intervened
and informed us that they were
still at work on the wings.
In reality, the signaling
ground person was a fueler
that was not aware of the work
being done on the other side of
the aircraft. Nor was he aware
of the potentially dangerous
condition that existed.
Unfortunately, his proximity,
gestures, and timing all fit the
circumstances and his actions
were mistaken [by the flight crew] for those of a
maintenance technician summoning assistance from the
cockpit, which is a common scenario. It is obvious, in
hindsight, that more positive communication was
needed.
It’s hard to know what the reporter meant by “normal”
placards. In this situation, maintenance technicians
should have pulled the circuit breakers on the flaps
and hydraulics, and placarded the breakers and flap
handle to prevent activation of the flight controls.
E n h a n c e d Class B Airspace
A general aviation pilot discovered that recent FAA
changes to VFR flight rules governing flight in Class B
airspace outpaced the pilot’s checking of NOTAMS:

I was bringing my airplane back [from airport] after
being grounded by recent [terrorist] incidents. Using my
GPS only at 2,300 feet it indicated I was clear of Class B
airspace. I was, however, in the new extended [Class B]
airspace... I reported to ATC Chief upon landing… I was
told that I was being warned to check NOTAMS and
comply in the future…
The latest airspace update information is available from
this FAA web site: http://www.faa.gov/apa/update.htm.
Enhanced Class B airspace is at least a 20-nautical-mile
(22.7 statute mile) radius around a major airport and
extends from the ground to 18,000 feet.
Under newly revised Visual Flight Rules, aircraft with
encoding transponders will be able to fly VFR in the
Enhanced Class B airspace around designated major
metropolitan areas. Pilots of aircraft with radio capability
are instructed to monitor the guard frequency (121.5
MHz) while in Enhanced Class B airspace. Aircraft
without transponders will be able to fly in Enhanced
Class B if pilots first obtain a waiver.
Hazmat Security Issues
In the wake of the September 11th terrorist activities, the
security of U.S. civil aviation passengers, aircraft, and
airports has become a national priority. Materials
transported in the cargo holds of passenger-carrying
flights are related to these security concerns – including
hazardous materials known as hazmat. Examples of
hazmat include wheelchair batteries, dry ice, corrosive
materials, and containers of non-flammable gas.
Airline dispatchers are required to provide specific load
and weight-and-balance information to flight crews before
flight, including the location of any hazmat. It is crucial
to safe flight operations that load information be declared
and accurate, as this is the only means the flight crew has
of knowing what cargo is on board and where to find it.
An informal review of pre-September 11th ASRS hazmat
reports revealed that most incidents had one or more of
the following factors in common:
✈ Undeclared hazmat
✈ Illegible load manifests
　
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