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also makes sure that the armed individuals
are privately introduced to each other, so that
neither will be startled by the sight of another
weapon-carrying passenger.
Another crew was first surprised, then very concerned about
a firearm left unattended. The First Officer reports:
n  In cruise, the lead Flight Attendant came into the cockpit
visibly shaken and told us there was a gun hanging in the
lavatory. I recalled the notice of an armed individual riding
as a passenger, so the Captain sent the Second Officer [SO]
back to talk to this person. He confirmed the gun was his,
and, after showing his identification, was allowed to retrieve
his firearm. The SO observed that this individual was
obviously a nervous flier and was sweating excessively.
Law enforcement officers are entrusted with the responsibility
of carrying weapons onboard the aircraft, and that
responsibility is very serious. If a person is nervous about
flying, that feeling might cloud his judgment.
Cleared to Land…Almost
Landing without a clearance incidents don’t usually
result in dire consequences, but the potential for a
hazardous situation certainly exists. An air carrier
Captain attributes his failure to obtain a landing
clearance to a typical scenario—cockpit workload and
instructions for a delayed frequency change.
n  Approach Control asked us to maintain 250 knots and
cleared us for the approach. Inside XYZ intersection, ATC
requested 210 knots and to contact Tower at the outer
marker. Then ATC requested we maintain 190 knots.
Due to the greater than normal airspeed [when we
reached] the outer marker, I was concentrating on
configuring the aircraft for landing. We forgot to switch to
Tower at the outer marker, and landed without a clearance.
The First Officer adds: “Contact Tower at the outer
marker” is an invitation for this type of incident. In our
situation, Approach gave us several more instructions
after telling us to contact Tower at the outer marker.
To ensure that Tower has been contacted, some pilots
have developed a habit of always checking that they are
on Tower frequency at a fixed point in the Approach, such
as at the outer marker or after completing the landing
checklist. If the pilots have reached that pre-determined
point without receiving instructions to change to Tower
frequency, they can make the request to Approach
Control. Whatever memory techniques are employed to
prevent landing without a clearance, each requires
discipline on the pilot’s part to be effective.
Distraction is another commonly-reported cause of failure
to obtain a landing clearance. A general aviation flight
instructor, returning home after a pleasant afternoon’s
VFR flight, succumbed to the distraction of a nonessential
task and missed an essential frequency change.
n  Approach gave me vectors…and I was cleared straightin
for Runway 10. While I was approaching the runway, I
decided to check the settings needed for an ILS approach.
I wanted to see what the correct speed and flaps setting for
a stabilized approach would be. Just short of the runway
the thought crossed my mind that I didn’t remember being
cleared to land. Then I thought, “Of course I was cleared
to land when I was given a straight-in for Runway 10.”
[When I called Ground], they…sounded like they didn’t
know where I was. I told them I was on [taxiway] Charlie.
They responded that I might be on Charlie, but I was also
on [Approach Control frequency]. And so I was. I had
never changed the frequency to Tower, nor had I talked to
the Tower, nor had I been cleared by the Tower to land.
I think if I hadn’t been so intent on getting those “numbers”
for an ILS approach, I would have been paying more
attention to the fact that I wasn’t talking to Tower—or,
more importantly, that they weren’t talking to me.
The Maladies of Spring
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
February 1998 Report Intake
Air Carrier Pilots 1636
General Aviation Pilots 659
Controllers 68
Cabin/Mechanics/Military/Other 70
TOTAL 2433
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 226 April 1998
Citation 750 inflight main gear door separation
Blossom by blossom the spring begins–and bursts forth
into allergies, sniffles, and the last flushes of flu across
the land. Several ASRS reporters affected by these and
　
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