忘放起落架輪胎 機長傳簡訊險墜機, Jetstar Pilot Distracted By Texts
這起事件發生在 2010 年 5 月 27 日，JQ57 號班機降落時，副駕駛兩度未獲得機長回應，抬頭發現機長正在使用手機，才發現機長並未意識飛機正要落地，起落架仍未放下。當機長察覺此事時，飛機高度已低於 500 呎安全高度，因而必須將機首拉起重新降落。
機長 Mark Rindfleish 事後表示，因降落前未關機，在空中收到簡訊「為了要關機，正在將手機解鎖」，因而分心未注意到副駕駛的知會。而副駕駛也在調查中坦承，接近樟宜機場時因精神不濟，將自動駕駛切換為手動駕駛，「試圖打起精神」。
該事件由澳洲交通安全局進行調查，並於 20 日公佈調查結果。報告指出「駕駛艙中發生的數起事件導致組員分心，繼而降低了溝通效果、決策判斷及察覺能力」「副駕駛疑因疲倦導致負面影響」。
基於這個事件，捷星航空日後將在飛機起飛前的檢查項目中，將手機關機列為其中的一個項目，也把飛機降落時的標準安全高度從 500 呎上調至 1000 呎。
Jetstar Statement on JQ57
Investigation: AO-2010-035 - Incorrect aircraft configuration - Airbus A321-231, VH-VWW, Singapore Changi
International Airport, 27 May 2010
Airliner's Close Call Blamed on Pilot's Texting [VIDEO]
Don't Text and Fly: Pilot Nearly Crashes Plane While Checking Text Messages | PCWorld
Jetstar Statement on JQ57
19 April 2012
Jetstar is using an incident involving cockpit distraction on one of its flights as part of its regular training for pilots.
On 27 May 2010, JQ57 from Darwin to Singapore cancelled its initial approach into Changi Airport because pilots detected the aircraft was not fully configured for landing by the time it reached 500ft. The aircraft, an A321, landed safely and without incident shortly afterwards.
These cancelled landings – called ‘go arounds’ – are standard procedure for all airlines and happen every day at airports around the world.
A report released today by the ATSB into JQ57 showed that the pilots – both highly experienced and with a combined total of 17,000 flying hours – became distracted by a combination of factors. This distraction led to the pilots’ deciding to perform a go-around.
The ATSB report made no findings against Jetstar, nor did it find any fault with Jetstar’s policies or procedures. The safety of the aircraft was never compromised.
Jetstar’s Chief Pilot, Captain Mark Rindfleish, said: “We take a very conservative approach to how far before touchdown an aircraft should be completely configured for landing. In the case of JQ57, pilot distraction meant all the landing checklist items weren’t completed before the aircraft passed an altitude of 500ft, at which point a go-around was required under our operating procedures.
“Human factors, like distraction, are why airlines have so many procedural safeguards built into how they fly. The combination of factors on JQ57 has provided new learnings and the opportunity to add to these safeguards, which we take very seriously.”
As well as making JQ57 a case study in its training on the potential for cockpit distraction, Jetstar has also:
Added an item to the takeoff checklist providing a reminder to pilots to ensure their mobile phones are switched off.
This is a result of the investigation finding one of the pilot’s phones was inadvertently left on and automatically picked up messages on approach to Changi Airport, adding to distraction in the cockpit.
Increased the mandatory distance for the landing checklist to be completed from 500ft above the airport to 1,000ft as an additional safeguard.
Through training, reinforced the importance of crew ensuring they use mandatory rest periods in between duties effectively.
For more information please contact Jetstar Corporate Communications
Don't Text and Fly: Pilot Nearly Crashes Plane While Checking Text Messages
By Jared Newman, PCWorld Apr 19, 2012 1:32 PM
[Click to enlarge] A Jetstar plane...with its landing gear outA Jetstar plane...with its landing gear outIn an extreme case of cell phone distraction, a commercial passenger airplane nearly touched down without its landing gears, because the pilot was too busy texting while flying.
Fortunately, the plane's crew realized the problem just 392 feet above the ground, and aborted the landing. The 220-seat Airbus 320 landed on its second approach without incident.
The close call occurred on a Jetstar flight from Darwin, Australia to Singapore on May 27, 2010. According to The Age, an investigation by the Australian Transport Safety Bureau has just now revealed all the details.
The pilot was trying to unlock his phone and turn it off, because he'd failed to do so before takeoff and was receiving text messages 2,000 feet in the sky. On two occasions, the pilot didn't respond to requests from the co-pilot, who at 1,000 feet realized that “something was not quite right” with the airplane.
Only when a cockpit alert sounded at 720 feet did the main pilot realize what was going on. He instinctively tried to retract the landing gear, but by then the plane was already too low. The crew finally aborted the landing at 392 feet.
Jetstar has downplayed the hairiness of the situation. In a press statement, the company said canceled landings--or “go-arounds”-- are standard procedure when landing checklist items aren't completed in time. “Human factors, like distraction, are why airlines have so many procedural safeguards built into how they fly,” Jetstar's Chief Pilot, Captain Mark Rindfleish, said.
In any case, Jetstar has increased the distance for completing the landing checklist from 500 feet to 1,000 feet. It's also adding a reminder for pilots to turn off their cell phones before takeoff. Apparently they don't listen to flight attendants' pre-flight safety briefings.
Airliner’s Close Call Blamed on Pilot’s Texting [VIDEO]
Kate Freeman 1 day ago by Kate Freeman 8
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A pilot’s preoccupation with his cellphone caused his crew to forget to lower the landing gear just 500 feet above ground, according to a report issued Thursday by the Australian Transport Safety Bureau.
The close call on Jetstar flight JQ57 on May 27, 2010 from Darwin to Singapore began when the pilot became fixated on his incoming text messages. The first officer had to twice get the captain’s attention to request they run through the landing checklist. When the first officer still didn’t get the captain’s attention, he looked over at him to see the captain using his cellphone. According to the report, the captain told the first officer he was trying to unlock his cellphone to
turn it off. The captain said he didn’t hear the copilots request to land. Then, the co-pilot realized the landing gear wasn’t lowered. Luckily, the plane was able to try for a second landing attempt.
Pilots landed the plane safely on the second try. The statement on Jetstar’s website notes, “These cancelled landings – called ‘go-arounds’ – are standard procedure for all airlines and happen every day at airports around the world.” This particular go-around, however, was determined to be a result of pilot distraction, an unsettling issue that’s becoming increasingly common.
SEE ALSO: Put the Phone Down: April Is Distracted Driving Awareness Month
The Australian Transport Safety Bureau’s report about the incident notes, “The investigation identified several events on the flight deck during the approach that distracted the crew to the point where their situation awareness was lost,
decision making was affected and inter‑crew communication degraded. In addition, it was established that the first officer’s performance was probably adversely affected by fatigue.”
This incident has resulted in additional procedures for pilots flying Jetstar. Now, part of the pilots’ landing checklist will include reminders to turn off their cellphones. Checklists will now have to be completed by the time planes have descended to an altitude of 1,000 feet, rather than 500.
Jetstar is owned by Qantas Group, Australia’s largest international and domestic airline. Jetstar has not yet responded to a request for comment.
The report does not note how many passengers were on the Airbus A321-231, but according to Jetstar’s website, that type of plane can hold 220 passengers.
Accidents caused by gadgets are a common problem that can affect the safety of passengers, both in the air and on the ground.
When is it acceptable for pilots to use cellphones while working? Tell us in the comments.
Image courtesy of egmTacahopeful, Flickr
Aviation safety investigations & reports
Incorrect aircraft configuration - Airbus A321-231, VH-VWW, Singapore Changi International Airport, 27 May 2010
At 1845 Singapore Time on 27 May 2010, an Airbus A321-231, registered VH-VWW and operating as Jetstar flight JQ57, was undertaking a landing at Singapore Changi International Airport. The aircraft was not in the correct landing configuration by 500 ft height above the aerodrome and, as required by the operator's procedures in the case of an unstable approach, the crew carried out a missed approach.
The investigation identified several events on the flight deck during the approach that distracted the crew to the point where their situation awareness was lost, decision making was affected and inter‑crew communication degraded. In addition, it was established that the first officer's performance was probably adversely affected by fatigue.
The investigation did not identify any organisational or systemic issues that might adversely impact the future safety of aviation operations. However, following this occurrence, the aircraft operator proactively reviewed its procedures and made a number of amendments to its training regime and other enhancements to its operation.
Date: 27 May 2010 Investigation Status: Completed
Time: 1045 UTC Investigation Type: Occurrence Investigation
Location: Singapore Changi International Occurrence Type: Aircraft Control
State: International Occurrence Class: Operational
Release Date: 19 Apr 2012 Occurrence Category: Incident
Report Status: Final Highest Injury Level: None
Aircraft Manufacturer: Airbus
Aircraft Model: A321-231
Aircraft Registration: VH-VWW
Serial Number: 3916
Type of Operation: Air Transport High Capacity
Damage to Aircraft: Nil
Departure Point: Darwin, NT
Download Final Report
Last update 19 April 2012