|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||Medium Large Transport|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : parked|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 40|
flight time total : 7000
flight time type : 2000
|Affiliation||company : air carrier|
|Function||maintenance : technician|
|Anomaly||maintenance problem : improper documentation|
non adherence : published procedure
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
|Maintenance||contributing factor : briefing|
performance deficiency : non compliance with legal requirements
performance deficiency : logbook entry
|Problem Areas||Maintenance Human Performance|
Flight Crew Human Performance
|Primary Problem||Maintenance Human Performance|
The winds were reported as being 310 degrees at 35 KTS; gusting to 45 KTS. To operate the main cargo door; the maximum winds are mentioned as 40 KTS in the limitation section of the aom. So I was not about to open the door and exceed the door limitations. A mechanic came up and against my better judgement opened the cargo door anyway. I subsequently asked him to make a notation in the aircraft logbook to that effect; which he did. In the corrective action section he wrote that the winds were directly on the tail of the craft and that they were 44 KTS. I asked for proof (on paper) that this was within the limits that maintenance has in their manuals. When he showed me their manual; it said that winds up to 50 KTS were allowed; but the aircraft 'must' be turned with the nose into the wind. This was directly contradictory to the actual situation and so I believe the limits on the door were exceeded. I felt pressured into flying an airplane of which the limits were knowingly exceeded. Management convinced me of the fact that all I need to check as PIC; is that there are no open write-ups and that a mechanic has signed the aircraft as airworthy on the dispatch log.
Original NASA ASRS Text
Title: A LARGE TRANSPORT ACFT TWO ENG FREIGHTER PILOT REPORTS HIS CONCERNS ABOUT MAINT OPENING THE MAIN CARGO DOOR IN WIND CONDITIONS THAT EXCEED THE MAX LIMITATION OF THEIR OPERATIONS MANUAL.
Narrative: THE WINDS WERE RPTED AS BEING 310 DEGS AT 35 KTS; GUSTING TO 45 KTS. TO OPERATE THE MAIN CARGO DOOR; THE MAX WINDS ARE MENTIONED AS 40 KTS IN THE LIMITATION SECTION OF THE AOM. SO I WAS NOT ABOUT TO OPEN THE DOOR AND EXCEED THE DOOR LIMITATIONS. A MECH CAME UP AND AGAINST MY BETTER JUDGEMENT OPENED THE CARGO DOOR ANYWAY. I SUBSEQUENTLY ASKED HIM TO MAKE A NOTATION IN THE ACFT LOGBOOK TO THAT EFFECT; WHICH HE DID. IN THE CORRECTIVE ACTION SECTION HE WROTE THAT THE WINDS WERE DIRECTLY ON THE TAIL OF THE CRAFT AND THAT THEY WERE 44 KTS. I ASKED FOR PROOF (ON PAPER) THAT THIS WAS WITHIN THE LIMITS THAT MAINT HAS IN THEIR MANUALS. WHEN HE SHOWED ME THEIR MANUAL; IT SAID THAT WINDS UP TO 50 KTS WERE ALLOWED; BUT THE ACFT 'MUST' BE TURNED WITH THE NOSE INTO THE WIND. THIS WAS DIRECTLY CONTRADICTORY TO THE ACTUAL SITUATION AND SO I BELIEVE THE LIMITS ON THE DOOR WERE EXCEEDED. I FELT PRESSURED INTO FLYING AN AIRPLANE OF WHICH THE LIMITS WERE KNOWINGLY EXCEEDED. MGMNT CONVINCED ME OF THE FACT THAT ALL I NEED TO CHK AS PIC; IS THAT THERE ARE NO OPEN WRITE-UPS AND THAT A MECH HAS SIGNED THE ACFT AS AIRWORTHY ON THE DISPATCH LOG.
Data retrieved from NASA's ASRS site as of May 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.