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the pressure altitude/indicated altitude
transition level is variable. In South
America, Buenos Aires, Argentina is at
the low end at 3,000 feet; the high end
is 18,000 feet in La Paz, Bolivia. Most of
Europe uses 4,000-6,000 feet; much of
India also uses 4,000-5,000 feet. The
transition level in Tel Aviv, Israel is
10,500 feet, but Jerusalem’s transition
altitude is changed by ATC as required.
Cape Town, South Africa uses 7,500
feet, and further north, Cairo, Egypt uses
4,500 feet. To the East, in Riyadh, Saudi
Arabia, the transition level is 13,000 feet.
Australia uses 10,000 feet; Japan uses
14,000 feet; much of the rest of the Far
East uses 11,000 feet. Above these transition
levels, altitude is expressed as
“Flight Level” (FL), and altimeters will be
set to QNE—the standard pressure setting
of 29.92 inches of mercury, or
1013.25 hectopascal.
In the following report from a flight
crew on a European flight, the unfamiliar,
non-standard transition altitude simply
added to the distractions of the
departure workload.
-“Climbing to FL60 (transition altitude
4,500 feet)…We were task saturated flying
the Standard Instrument Departure,
reconfiguring flaps and slats, resetting
navigation receivers and course settings,
resetting engine anti-ice, etc. The crew
missed resetting the Kohlsman window to
29.92 at 4,500 feet MSL, and leveled off
at FL60 indicated altitude with a Kohlsman
setting of 28.88 inches. Departure
informed us of our error.” (#206218)
It would have been easy for this threeperson
crew to unconsciously think,
“We’ll get all this other stuff taken care
of, then change the altimeter at FL180.”
Again, it was ATC to the rescue, bringing
the problem to the crew’s attention before
the error became critical. _
Issue Number 9 11
to be armed, accounted for another 12
percent of these 73 reports. In general,
the ASRS passenger-induced safety hazards
fell into the following categories:
u Alcohol or drug-related violence;
u Uncooperative or unstable behavior;
u Carriage of hazardous materials
and devices on board.
The following discussion presents
some thought-provoking—and typical—
examples drawn from ASRS data
of adverse passenger effects on flight
safety. It describes how these incidents
were handled, and summarizes reporters’
conclusions about how future occurrences
might be prevented, or their
impact lessened.
Footnote:
1.“American Will Not Tolerate Abuse of its Employees,” American Airlines Flagship News, Vol.
52, No. 19, September 30, 1996, p. 1.
by Betty Hicks and Rowena Morrison
ASRS data is not the only indicator
of a serious and growing problem with
passenger inflight incidents. A recent
issue of a major air carrier’s employee
publication noted an almost 200% increase
between 1994 and 1995 in reports
filed with the company by flight
attendants describing interference
from passengers.1 The interference included
assaulting, threatening, or intimidating
crew members performing
their inflight duties. During this same
period, the number of physical assaults
experienced by flight attendants
at this carrier increased threefold.
Passenger-related incidents form
only a tiny fraction of ASRS database
holdings. A recent review of 73 database
reports referencing inflight security
problems revealed that passengers
—drunken, obstreperous, or dangerously
uninformed—constituted 23
percent of the reports submitted,
equaling the number of incidents involving
hazardous materials carried in
the cargo hold. Passengers carrying
guns, with and without the necessity
REPORTSin the media and popular films frequently leave the impression that the main
safety threats to commercial air carrier operations involve bombs, terrorist
hijackings, and hazardous cargo. However, reports received by Aviation Safety Reporting System
(ASRS) belie some of these notions. Pilot and flight attendant reports to the ASRS indicate that passengers
themselves are an unexpected source of many inflight safety problems, ranging from the
merely annoying, to those that pose serious interference with crew duties and a potential risk to
aircraft structural integrity.
12 Issue Number 9
The Case of the Swinging Golfer
A golfer en route to an overseas
tournament could be expected to
swing—but at passengers and flight
crew? As so frequently occurs in cases
　
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