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concrete wall that supports a walkway bridge over the
taxiway. As we emerged on the other side of the walkway,
I felt a slight bump. It felt like we had taxied over a drain
grate. After we pulled into our assigned gate, one of the
ramp personnel came to the flight deck and advised us
that we had hit the bridge. We looked at the tail of the
aircraft and could see what appeared to be some damage.
The Captain went to call Flight Control. I walked to the
bridge, where I was handed some pieces of the aircraft.
The crew had NOTAMs indicating that the taxiway route
was not safe for that size aircraft, and airport charts
indicating maximum wingspan and tail height for
clearance under the bridge. The reporter’s recognition
that “we were getting very close” should have caused the
crew to stop and question Ramp Control’s instructions.
Altered visual perception at night may be even more
troublesome in flight, where a third dimension–altitude–
adds to the potential for misinterpretation of the visual
cues. An air carrier Captain credits TCAS with accurately
“seeing” conflicting traffic when the crew could not.
n  While descending toward ABC, we were cleared
to…intercept the localizer course for Runway 30. Center
then issued a VFR traffic advisory to us—a General
Aviation airplane was also descending into ABC. The GA
airplane was also advised that we were descending. [Each
aircraft] reported the other aircraft in sight.
Just prior to intercepting the localizer at 12,000 feet, we
received a traffic alert from our TCAS. We still had a
visual on the airplane, but it was difficult to ascertain his
altitude or heading due to the darkness. Very quickly after
that, the TCAS issued a resolution advisory to “descend,
descend now!” We complied, increased our rate of descent,
and turned right to avoid the target. I estimate that our
aircraft passed within a half mile of each other and were
separated by 100-200 feet vertically.
At night, it is easy to misjudge the altitude and distance of
closing aircraft. TCAS II is an excellent resource that can
aid in determining aircraft position and rate of closure.
However, pilots should also remember to ask ATC for
specific assistance with aircraft separation. Brief queries
directed to ATC—“Can you keep us informed on spacing?”
or “What’s the altitude of our traffic?”—can help illuminate
the traffic picture.
ASRS Incident Reports Available at Web Site
On January 15, 1998, ASRS will begin offering a selection
of incident reports at its Web site:
http://olias.arc.nasa.gov/asrs.
The reports will be grouped according to frequently
requested database search topics. This new offering is
intended to bring ASRS data to a wider user community,
and to provide recent report samples relevant to users’
training and operational activities.
Each report group (report “set”) will consist of 50 recent
ASRS database reports that have been pre-screened to
assure their relevance to the pre-selected topic
description. They will be formatted for downloading into
RTF (Rich Text Format), which can be read by most word
processing applications and by many other programs,
including spreadsheets.
The reports sets will be updated quarterly. New topics
will be added–and outdated topics removed–in response to
input from the ASRS user community, and analysis of
Web site usage. Following is a preliminary listing of the
report topics that will be available in January 1998:
• Multi-Engine Turbojet Upset Incidents
• Wake Turbulence Incidents
• Controlled Flight Towards Terrain Incidents
• Checklist Incidents
• CRM-Related Incidents
• Commuter Flight Crew Fatigue Incidents
• Fuel Mismanagement Incidents
• General Aviation and Commuter Icing Incidents
• Pilot/Controller Communications Incidents
• Land and “Hold Short” Incidents
• Non-Tower Airport Incidents
• Inflight Weather Encounters
• Runway Incursions
• TCAS II Incidents
• Cabin Crew Incidents
• Mechanics Incidents
• Rotorcraft Incidents
Two General Aviation pilots report on their challenging
encounters with simultaneous IMC and mechanical
difficulties. The first reporter was well-prepared with
good back-up equipment.
n  Shortly after departing on an IFR clearance, I
experienced…a bad alternator. I shut down everything I
could…then I lost the other alternator. Before I could
　
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