CALLBACK CALLBACK
From NASA's Aviation Safety Reporting System�
Number 193
June 1995
Sek pa
U! p
I took off from [a military airport] for a local flight. I met with a friend, and then decided to call the base...to let the Staff Duty NCO know that I needed the runway lights on. [During the flight back to the base], I couldn’t get anyone on the radio. I constantly broadcasted in the blind. I decided to shoot the ILS approach, because when I identified the airport, the runway lights were not on. While I was circling to orient myself, I drifted into the nearby Class B airspace. We train making approaches and landings with and without night vision goggles. Therefore I was comfortable with landing at an unlit runway. After I touched down, I noticed the red light coming from the Tower. I thought they had a disabled aircraft following me, because the fire trucks and security patrol cars were racing toward the runway. It never crossed my mind that it was because of me. As it happened, the pilot did have a radio failure. From the Tower’s point of view, however, this pilot was an intruder: no radio contact, conducting an IFR approach without a clearance, landing at night without runway lights. On top of all that, the base aero club had been searching for him because he had failed to close his outbound flight plan.
As the summer flying season gets into full swing, we respond to an impassioned plea from a pilot who seeks nothing more than some basic communication at a local uncontrolled airport.
■ The wind was 120 degrees upon arrival at ABC, and I
announced entering a right downwind for runway 16, ABC. Then I heard another aircraft announcing he was entering a left downwind for runway 34, touch and go...no airport was stated. I announced my turns to base and then final, runway 16, ABC. On final, I noticed lights descending towards runway 34. I banked to the east. The other aircraft banked west. Please publish the need for everyone to broadcast “blind” at uncontrolled airports their entries into downwind, base and final; and to preface and end their transmissions with the name of the airport.
Firefighting Follies
Speaking of speaking up, summer is also the time when numerous fire fighting aircraft are on the airwaves, trying to coordinate patrols, water and retardant drops, and deployment of equipment and personnel. Monitoring of nearby UNICOM frequencies by local pilots provides a margin of safety for the fire fighters, who are engaged in an already hazardous enough occupation. A report to ASRS illustrates:
LOFTY Perceptions
Visual perceptions account for about 70 percent of the information most people absorb, and are the basis for simulator training for pilots. When reality doesn’t quite jibe with those perceptions...well, the Captain of a widebody cargo aircraft explains what can happen:
■ Our aircraft were working a small forest fire. I was
concerned when I saw a sight-seer approach and begin circling right in with the two working aircraft, at the same altitude and within 100 feet at times. Several attempts were made to get him to leave the immediate area, including use of several radio frequencies, and a siren and loudspeaker. Nothing worked! It is recommended that non-working aircraft remain at least 2000 feet above the highest fire fighting aircraft. A mid-air is not a satisfactory way to end a sight-seeing trip. Nor a satisfactory way to end a fire fighting mission! Remember, too, that temporary flight restrictions (FAR 91.137) are often set up around many forest fires. Check NOTAMs and get good briefings before flying into these areas.
■ Pushback 20 minutes late. Pushback ended well to
the left of taxiway centerline. I taxied about 100 feet before realizing how far off the taxiway centerline I was and how at risk I was of contacting taxiway lights. Stopped aircraft, summoned maintenance, and requested visual inspection of the aircraft, tires, and taxiway lights. Aircraft was undamaged, but a taxiway light was damaged...apparently not hit by us. We proceeded to destination without incident. Contributing factors: failure to use taxi lights out of courtesy to other aircraft; positioning of aircraft after pushback; and confusion about position on taxiway, exacerbated by fatigue (middle of the night) and recent experience in simulator earlier the same day. A LOFT training scenario involved taxiing under nearly identical circumstances using taxiway centerline lighting which exists in the simulator for that taxiway at that airport, but not in reality.
“In the Blind”–and Dark
About the only thing that went right for this military pilot on a civilian pleasure flight was his continuing to broadcast in the blind, in an effort to make everyone aware of his inten tions:
ASRS Recently Issued Alerts On...
An autopilot altitude hold failure on a Learjet 60 False ILS glideslope captures at Brussels and Toronto Alleged design flaw in an EMB-120 hydraulic access door A reported airborne conflict with a U.S. Customs aircraft Multiple ram air scoop icing incidents involving the MD-80
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
April 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1643 701 60 40
TOTAL
2444
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_193.pdf
From NASA's Aviation Safety Reporting System�
Number 193
June 1995
Sek pa
U! p
I took off from [a military airport] for a local flight. I met with a friend, and then decided to call the base...to let the Staff Duty NCO know that I needed the runway lights on. [During the flight back to the base], I couldn’t get anyone on the radio. I constantly broadcasted in the blind. I decided to shoot the ILS approach, because when I identified the airport, the runway lights were not on. While I was circling to orient myself, I drifted into the nearby Class B airspace. We train making approaches and landings with and without night vision goggles. Therefore I was comfortable with landing at an unlit runway. After I touched down, I noticed the red light coming from the Tower. I thought they had a disabled aircraft following me, because the fire trucks and security patrol cars were racing toward the runway. It never crossed my mind that it was because of me. As it happened, the pilot did have a radio failure. From the Tower’s point of view, however, this pilot was an intruder: no radio contact, conducting an IFR approach without a clearance, landing at night without runway lights. On top of all that, the base aero club had been searching for him because he had failed to close his outbound flight plan.
As the summer flying season gets into full swing, we respond to an impassioned plea from a pilot who seeks nothing more than some basic communication at a local uncontrolled airport.
■ The wind was 120 degrees upon arrival at ABC, and I
announced entering a right downwind for runway 16, ABC. Then I heard another aircraft announcing he was entering a left downwind for runway 34, touch and go...no airport was stated. I announced my turns to base and then final, runway 16, ABC. On final, I noticed lights descending towards runway 34. I banked to the east. The other aircraft banked west. Please publish the need for everyone to broadcast “blind” at uncontrolled airports their entries into downwind, base and final; and to preface and end their transmissions with the name of the airport.
Firefighting Follies
Speaking of speaking up, summer is also the time when numerous fire fighting aircraft are on the airwaves, trying to coordinate patrols, water and retardant drops, and deployment of equipment and personnel. Monitoring of nearby UNICOM frequencies by local pilots provides a margin of safety for the fire fighters, who are engaged in an already hazardous enough occupation. A report to ASRS illustrates:
LOFTY Perceptions
Visual perceptions account for about 70 percent of the information most people absorb, and are the basis for simulator training for pilots. When reality doesn’t quite jibe with those perceptions...well, the Captain of a widebody cargo aircraft explains what can happen:
■ Our aircraft were working a small forest fire. I was
concerned when I saw a sight-seer approach and begin circling right in with the two working aircraft, at the same altitude and within 100 feet at times. Several attempts were made to get him to leave the immediate area, including use of several radio frequencies, and a siren and loudspeaker. Nothing worked! It is recommended that non-working aircraft remain at least 2000 feet above the highest fire fighting aircraft. A mid-air is not a satisfactory way to end a sight-seeing trip. Nor a satisfactory way to end a fire fighting mission! Remember, too, that temporary flight restrictions (FAR 91.137) are often set up around many forest fires. Check NOTAMs and get good briefings before flying into these areas.
■ Pushback 20 minutes late. Pushback ended well to
the left of taxiway centerline. I taxied about 100 feet before realizing how far off the taxiway centerline I was and how at risk I was of contacting taxiway lights. Stopped aircraft, summoned maintenance, and requested visual inspection of the aircraft, tires, and taxiway lights. Aircraft was undamaged, but a taxiway light was damaged...apparently not hit by us. We proceeded to destination without incident. Contributing factors: failure to use taxi lights out of courtesy to other aircraft; positioning of aircraft after pushback; and confusion about position on taxiway, exacerbated by fatigue (middle of the night) and recent experience in simulator earlier the same day. A LOFT training scenario involved taxiing under nearly identical circumstances using taxiway centerline lighting which exists in the simulator for that taxiway at that airport, but not in reality.
“In the Blind”–and Dark
About the only thing that went right for this military pilot on a civilian pleasure flight was his continuing to broadcast in the blind, in an effort to make everyone aware of his inten tions:
ASRS Recently Issued Alerts On...
An autopilot altitude hold failure on a Learjet 60 False ILS glideslope captures at Brussels and Toronto Alleged design flaw in an EMB-120 hydraulic access door A reported airborne conflict with a U.S. Customs aircraft Multiple ram air scoop icing incidents involving the MD-80
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
April 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1643 701 60 40
TOTAL
2444
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_193.pdf
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