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the airport, and picked up the passengers. [I] took off
again and proceeded home.... The density altitude was
approximately 8,700 feet. The aircraft was within 200 lbs.
of max gross weight. A maintenance checkout found no
problems with the engine.
Controller’s Corner
Cabin Report From the Maintenance Desk
Cap It!
Judging from the number of reports submitted to
ASRS, the problem of missing or improperly secured
engine oil caps is still a concern. Let’s get the word
out and put a cap on this problem.
■ After removing and replacing the oil filters I am
required to have another mechanic run both engines to
perform a leak check on the filter assemblies. After
performing the leak check, the left engine required
servicing. At this time I noticed a ramp employee
waiting for access to service the lavatories. I serviced
the oil to full and then moved the lift truck, closed the
cowling, and moved to the next engine. After
completing the work on the right engine and noticing
that the ramp employee was finished servicing the
lavatories, I returned to latch the cowling closed. I left
the oil cap removed.
■ Excessive oil was discovered on the engine cowling
of the #2 engine. Upon further inspection it was found
that the oil tank cap was unsecured. The engine was
serviced with six quarts of oil and continued in
service. I had serviced the engine oil the previous night
and may have left the oil tank cap for the #2 engine
unsecured, causing the loss of oil. I have a good system
for ensuring that the oil tank caps are secure, but it is
possible that I may have erred on this occasion.... It
was night, with good weather conditions and no
distractions....
In the event that inebriated passengers manage to
get through the boarding process, sharp cabin crews
can prevent in-flight disruptions by removing them
before takeoff.
■ I was working as Flight Attendant #1 when
Flight Attendant #4 informed me that there were 11
first class passengers instead of the 10 listed on my
final paperwork. I called out names on my list and
matched them with all passengers except for one in
seat 1X. She told me her name, which was also the
woman’s name in seat 1Y. So, I asked to see their
boarding passes and 1Y handed me the one for her
connecting flight... She said she didn’t have the one
for this flight. I asked for her identification and
verified that she was who she claimed to be. I then
asked the person in 1X for her identification and she
said she didn’t have it. I told her she did or she
wouldn’t be on the plane. I called the Captain and he
said she had better show some identification now or
we were going to return to the gate. She got out of her
seat and stood directly in front of me and said
quietly, “Oh, I’ll show you something.” She then very
slowly lifted the flap of her purse and pulled out her
identification. She was not who she claimed to be. I
asked her if she had been drinking and she said
“Well yeah.” I had her sit back down because she was
swaying and talking very slowly. I called the Captain
again to inform him of the passenger being drunk
and lying about who she was. He said the agents
were meeting the plane back at the gate.... As the
inebriated passenger exited the airplane she turned
to me and said, “What a safe airline you run.” I said,
“We try to keep it as safe as possible. Good-bye.”
Say Good-bye to Trouble
Enhance Your Image
Flight following, although not mandatory, is certainly
recommended for aircraft operating VFR in or near
congested airspace. A request for flight following alerts
ATC to the presence of an aircraft which may not be
apparent on radar and can enable traffic advisories
(controller workload permitting) to be given to the pilot.
If a transponder is required for the airspace in question,
then it is incumbent upon the pilot to ensure that the
unit is operational and activated. The airborne TCAS
(Traffic Alert and Collision Avoidance System) also relies
upon transponder signals to identify traffic conflicts. Use
of flight following and/or activation of a transponder by
the Cessna in this incident could have prevented a Near
Mid-Air Collision (NMAC).
■ [Air Carrier] X departed on a Standard Instrument
Departure. About six miles from takeoff, I vectored him
to 090 degrees to go around [Air Carrier] Y at 5,500 feet.
I issued [Air Carrier] X traffic at two o’clock, five miles,
5,500 feet northbound. The pilot looked for the traffic,
　
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