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with a +200 foot separation. The target was immediately
yellow, and then an RA instructed us to descend. The
Captain immediately descended as the flaps were still
retracting. The TCAS commanded a 1,500 FPM descent.
We were 1,500 feet AGL at this time. While complying with
the RA, the aircraft Ground Proximity Warning System
issued a caution, ‘Don’t Sink, Don’t Sink’.…
What would you have done?
• Arrest the descent and begin a climb
• Arrest the descent and level off
• Continue descent and pass underneath the Bonanza
• ? ? ?
Situation #3: “I Discovered a Socket
Rail Missing” (Maintenance Technician)
n I was performing Phase task cards for the left and right
engines, aft equipment bay, assisting in jacking aircraft,
replacing an APU fire bottle, and clearing a deferral write-up.
I worked different tasks at the same time due to the aircraft
going up and off jacks. The aircraft was running late and
I still had leak checks to be performed on engine runs. My
toolbox is shadowed and my normal routine is to inventory
my toolbox after each task…I taxied the aircraft to the gate,
but as we were returning to the hangar we were told to return
to the gate to assist with repositioning aircraft due to a late
tail swap. Upon returning to the hangar, I inventoried my
toolbox and discovered a socket rail missing….
What would you have done?
• Go to Craig’s List and buy a used socket rail
• Return to the gate area to search for the tool
• Report the missing tool to a Supervisor
• ? ? ?
Situation #4: A Passenger Stuck in the
Lavatory (EMB-145 Captain)
n During climb to cruise altitude the Flight Attendant
notified us that a passenger had gone into the lavatory and
could not get the door open to come out. She said that she and
the [stuck] passenger had tried multiple times to no avail to
get the lavatory door open…As we were about 50 miles from
[destination], I called Maintenance on the radio and told them
our predicament. After a brief discussion with Maintenance,
they told us of a possible way to get the door open. We had
been switched over to Approach Control and were now only
about 30 miles from the airport. I relayed the information to
the Flight Attendant and had her try the way Maintenance
had suggested to get the lavatory door open. Again, she was
unsuccessful [getting] the lavatory door open. At this point we
were less than 10 minutes from landing and there was severe
weather west of the airport and moving east….
What would you have done?
• Assist the Flight Attendant with a crash ax
• Tell the passenger to stay seated for landing
• Divert to an alternate airport
• ? ? ?
Situation #1: “The Only Visible Damage Was a
Dent…” (C-172 Pilot)
• The Reporter’s Action: Fly the airplane back to
home base
n Key factors in my decision-making process were: 1)
The engine was not stopped forcefully by any impact on
the prop, but continued running until I stopped it, 2)
The engine had started and functioned normally when I
parked the plane, and 3) Nose and prop showed no signs
of damage. This led to the assessment that the engine
and prop would operate normally. Furthermore, the dent
in the left wing did not appear large enough to have any
significant influence on the plane’s flying characteristics,
especially with only 2 persons on board...Based on this
assessment, I made the decision that I would go through
a thorough preflight, a normal engine start, then backtaxi
on runway, perform a run-up, and if all instruments
and run-up showed all the proper readings and passed
all checks, I would take off, climb and stay close to the
airport until assured that the plane responded correctly to
all control inputs and that it kept a stable flight attitude.
Should anything unusual be noticed, I could land back on
the runway. My passenger agreed with my decision and
felt comfortable with the plan.
This plan was carried out, everything functioned normally,
and I decided to head back to the home base. The flight
to and landing at the home base airport were smooth and
uneventful, without any indication whatsoever that anything
was out of order….
After a mechanic had examined the plane…I was briefed on
the damage the mechanic had detected. I also was informed
and given a copy of the 2004 Airworthiness Directive (04-
10-14), which contains a change in the definition of a ‘prop
strike or sudden stoppage,’ and which requires compliance
　
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