Number 208
October 1996
Avoiding “SAR” While IFR
Most pilots may believe that the meaning of “clearance void time” is pretty obvious—the time after which a given IFR clearance is not longer valid. But there is more to know about the phrase, as this flight instructor learned:
s I filed a VFR flight plan... The flight departed VFR
normally and [soon] I was on top, VFR, with a solid undercast... The sky cover became broken with building cumulus due to a developing line of thunderstorms. Being IFR rated, both pilot and airplane, I obtained an IFR flight plan from Center by converting my VFR plan. I was cleared IFR to destination by Center. However, I decided to land...and was cleared to the ABC airport by Center and handed off to the Tower (a non-federal tower) and landed. After the weather had passed and [we] had some food, we departed for destination VFR. I called FSS to obtain a weather briefing and to file a VFR flight plan and was advised...that a search-and-rescue had been initiated for us because I neglected to close my VFR flight plan. I assumed that because I had converted to an IFR plan and landed at a tower-controlled airport, that my plan was automatically closed. The FSS told me that...I should have closed my VFR plan personally and separately. After talking to other pilots later, I realized they also would have assumed the original VFR plan would automatically have been closed and would not have closed it separately... Section 6-2-7 of the AIM offers these cautions in filing VFR flight plans: “If you land at a location other than the intended destination, report the landing to the nearest FAA FSS and advise them of your original destination... The pilot is responsible for closure of a VFR...flight plan; they are not closed automatically.”
s I told my student to file an IFR flight plan, [then] had
him amend it when he called back for clearance pickup. The student was issued a release time and a void time... The void time was only 10 minutes after the phone call, and I didn’t see that we would make it off in time. We departed [on a local flight] 5-8 minutes after our void time, and assumed the plan was canceled. [I thought] if you were not off the ground by the void time, and no phone call was made [to ATC]...the flight plan was canceled. Not so, as I learned when we returned. The Controller had made numerous phone calls, looking for us. Section 5-2-4 (Departure Procedures) of the Aeronautical Information Manual (AIM) offers this clarification: “A pilot who does not depart prior to the clearance void time must advise ATC as soon as possible of their intentions... This time cannot exceed 30 minutes. Failure of an aircraft to contact ATC within 30 minutes after the clearance void time will result in the aircraft being considered overdue and search-and-rescue [SAR] procedures initiated.” Another instance when search-and-rescue procedures may be initiated is described by our next reporter, who mistakenly believed that a VFR flight plan could be “converted” to an IFR flight plan en route without first closing the VFR flight plan segment:
See-and-Avoid While IFR
Whenever the pilot of one aircraft can see another aircraft, the see-and-avoid-concept applies. FAR 91.113(b) explains: “...When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules [ASRS emphasis], vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.” One reason for this regulation is that ATC radar coverage has limitations, and may fail to display (“paint”) some VFR traffic. These radar limitations may make it impossible for the controller to issue timely traffic advisories. An ASRS report from an air carrier flight crew provides a vivid example of how important the see-and-avoid concept is, even under instrument flight rules: not established visual at this point so I disconnected the autopilot and immediately began climb to comply with the RA. At 15,300 feet in the climb, the First Officer (FO) stated, “There’s two! One above us!” I immediately stopped climb to avoid second aircraft visually. They were gone as fast as they appeared–two F-15s, one transponder, at different altitudes, right on the departure transition and Victor airway [route]. The FO stated the F-15s appeared to be in afterburner. In any case, they were so fast we were lucky to see and avoid the non-transponder aircraft. Center was advised of the situation and compliance with RA. They apologized for not giving a vector, but said the aircraft just “popped up” fast moving and that [Center] was not talking to them...” Kudos to the First Officer for see-and-avoid vigilance during the TCAS evasive maneuver.
s Flight in cruise at 15,000 feet. Center advised
traffic...opposite direction, 14,500 feet, about 5 miles. No TCAS return until 3 miles. First TCAS return was a Resolution Advisory (RA), “Climb, Climb now!” We had
ASRS Recently Issued Alerts On...
ATC radar “dead spots” near a North Carolina VORTAC Hazardous position of an arresting cable at a NY airport Abrupt pitch-up and roll in a B-747A attributed to failed INS Altitude deviation attributed to SA227 runaway stabilizer trim False airspeed indication caused by A-300 pitot heat failure
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
July 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1897 784 208 31
TOTAL
2920
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_208.pdf
October 1996
Avoiding “SAR” While IFR
Most pilots may believe that the meaning of “clearance void time” is pretty obvious—the time after which a given IFR clearance is not longer valid. But there is more to know about the phrase, as this flight instructor learned:
s I filed a VFR flight plan... The flight departed VFR
normally and [soon] I was on top, VFR, with a solid undercast... The sky cover became broken with building cumulus due to a developing line of thunderstorms. Being IFR rated, both pilot and airplane, I obtained an IFR flight plan from Center by converting my VFR plan. I was cleared IFR to destination by Center. However, I decided to land...and was cleared to the ABC airport by Center and handed off to the Tower (a non-federal tower) and landed. After the weather had passed and [we] had some food, we departed for destination VFR. I called FSS to obtain a weather briefing and to file a VFR flight plan and was advised...that a search-and-rescue had been initiated for us because I neglected to close my VFR flight plan. I assumed that because I had converted to an IFR plan and landed at a tower-controlled airport, that my plan was automatically closed. The FSS told me that...I should have closed my VFR plan personally and separately. After talking to other pilots later, I realized they also would have assumed the original VFR plan would automatically have been closed and would not have closed it separately... Section 6-2-7 of the AIM offers these cautions in filing VFR flight plans: “If you land at a location other than the intended destination, report the landing to the nearest FAA FSS and advise them of your original destination... The pilot is responsible for closure of a VFR...flight plan; they are not closed automatically.”
s I told my student to file an IFR flight plan, [then] had
him amend it when he called back for clearance pickup. The student was issued a release time and a void time... The void time was only 10 minutes after the phone call, and I didn’t see that we would make it off in time. We departed [on a local flight] 5-8 minutes after our void time, and assumed the plan was canceled. [I thought] if you were not off the ground by the void time, and no phone call was made [to ATC]...the flight plan was canceled. Not so, as I learned when we returned. The Controller had made numerous phone calls, looking for us. Section 5-2-4 (Departure Procedures) of the Aeronautical Information Manual (AIM) offers this clarification: “A pilot who does not depart prior to the clearance void time must advise ATC as soon as possible of their intentions... This time cannot exceed 30 minutes. Failure of an aircraft to contact ATC within 30 minutes after the clearance void time will result in the aircraft being considered overdue and search-and-rescue [SAR] procedures initiated.” Another instance when search-and-rescue procedures may be initiated is described by our next reporter, who mistakenly believed that a VFR flight plan could be “converted” to an IFR flight plan en route without first closing the VFR flight plan segment:
See-and-Avoid While IFR
Whenever the pilot of one aircraft can see another aircraft, the see-and-avoid-concept applies. FAR 91.113(b) explains: “...When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules [ASRS emphasis], vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.” One reason for this regulation is that ATC radar coverage has limitations, and may fail to display (“paint”) some VFR traffic. These radar limitations may make it impossible for the controller to issue timely traffic advisories. An ASRS report from an air carrier flight crew provides a vivid example of how important the see-and-avoid concept is, even under instrument flight rules: not established visual at this point so I disconnected the autopilot and immediately began climb to comply with the RA. At 15,300 feet in the climb, the First Officer (FO) stated, “There’s two! One above us!” I immediately stopped climb to avoid second aircraft visually. They were gone as fast as they appeared–two F-15s, one transponder, at different altitudes, right on the departure transition and Victor airway [route]. The FO stated the F-15s appeared to be in afterburner. In any case, they were so fast we were lucky to see and avoid the non-transponder aircraft. Center was advised of the situation and compliance with RA. They apologized for not giving a vector, but said the aircraft just “popped up” fast moving and that [Center] was not talking to them...” Kudos to the First Officer for see-and-avoid vigilance during the TCAS evasive maneuver.
s Flight in cruise at 15,000 feet. Center advised
traffic...opposite direction, 14,500 feet, about 5 miles. No TCAS return until 3 miles. First TCAS return was a Resolution Advisory (RA), “Climb, Climb now!” We had
ASRS Recently Issued Alerts On...
ATC radar “dead spots” near a North Carolina VORTAC Hazardous position of an arresting cable at a NY airport Abrupt pitch-up and roll in a B-747A attributed to failed INS Altitude deviation attributed to SA227 runaway stabilizer trim False airspeed indication caused by A-300 pitot heat failure
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
July 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1897 784 208 31
TOTAL
2920
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_208.pdf
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