Number 214
April 1997
Memorable Flying "Firsts"
There are a lot of “firsts” in a pilot’s career, most of which come and go without much fanfare. In our first “first” report, however, a student pilot’s first solo cross-country flight provided more excitement than planned. Students aren’t the only ones facing challenges the first time out. A newly-rated instrument pilot met unexpected poor weather while testing the ink on that new “ticket.”
s It was my first IMC flight since receiving my instrument
rating. Conditions at departure and arrival airports were VMC. Enroute, I tuned in to my destination ATIS and was shocked to hear “300 overcast and one mile in fog.” My personal minimums were written down in advance and an attempt of this low IMC was out of the question—particularly since a missed approach would require holding over the ocean in a single-engine aircraft. I informed ATC that I wanted to go to the alternate (800 feet broken and two miles). Approach gave us vectors for the VOR approach. I intercepted the approach and started the descent....We broke out of the clouds to find 800 feet broken around the airport, and landed safely. It wasn’t until later that I realized I had descended to MDA [Minimum Descent Altitude] before the final approach fix. The reporter admits, “I made a major mistake” with the altitude bust. Still, some kudos are in order: the reporter stuck with the pre-determined personal minimums and made the decision to divert early, rather than getting into a potentially inextricable situation at the original destination.
s The first incident happened after I landed at XYZ. I
couldn’t refuel there because [the FBO] was closed. I didn’t have enough fuel to reach my home airport. So I got permission to land at an intermediate destination to refuel. I didn’t have a logbook endorsement for landing at that airport. The next incident happened while enroute home. I saw that the route ahead had a thick fog covering. I looked for a place to get under the cloud cover, because night was falling fast and I wasn’t cleared for night flight. To the right of my flight path, I could see a break big enough to get under the clouds. Before I knew it, I was disoriented as to exactly where I was. By that time, night had fallen. I saw an airport, but I didn’t know the frequency because I didn’t know where I was. I squawked 7700, then looked for traffic in the pattern and didn’t see any, so I landed. I transmitted on 121.5 what I was doing before I did it. As part of pre-flight planning, the student should have verified the destination airport’s hours of operation and availability of fuel in the Airport Facility Directory (AFD). The instructor should also have ensured that the student start the long flight earlier in the day.
Double Trouble
Nor are air carrier pilots immune from hazards associated with “first” flights, as this Check Pilot/Captain reports:
s I was giving IOE [Initial Operating Experience] to a new Captain-upgrade. There was also a Check Engineer giving IOE training to a new Engineer. ATC gave us a clearance to cross 30 miles [from the VOR] at 13,000 feet. We were about 65 miles out at the time. We were very busy trying to brief the approach. We started down, but realized it would be close. We crossed the 30-mile fix [at about 13,800 feet].
Contributing factors were workload—with two students...brief and preparation for the approach take longer—and weather: it was night and we were in icing conditions and moderate turbulence for most of the flight. These factors add to mental stress. In the future, an ATC clearance must take precedence over briefings. In other words, “fly the airplane first.” Some companies have a policy that prohibits the training of two crew members at the same time. The distractions of providing training can create an excessive workload on instructor crew members. This, in turn, may compromise the safety of the flight. ASRS Recently Issued Alerts On...
Jamming of aileron controls on a BE-02 Excessive rubber build-up on an Illinois airport runway False fire warning indications attributed to anti-icing fluid An uncharted tower obstruction near a New York airport Airframe structural damage induced by evasive maneuvers
Maiden Flight
The pilot of a homebuilt airplane discovered during a taxi test that “crow-hopping” at high speeds can be hazardous to aircraft health:
s High speed taxi testing and “crow hopping” of recently
completed kitplane...Was able to maintain good directional control at speeds of 65 mph. Attempted to lift nose off ground to determine elevator sensitivity...Plane ballooned up. While trying to stabilize attitude and maintain airspeed, plane settled to ground and bounced. Upon resettle, plane went to left and ran off side of runway, striking a runway light...[and] breaking prop and damaging runway light. Able to recover control and stop plane without further incident. The reporter attributed the incident to a narrow, crowned runway that amplified cross-winds, and to unfamiliarity with the kitplane’s sensitive handling characteristics. February 1997 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1681 677 55 29
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
TOTAL
2442
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_214.pdf
April 1997
Memorable Flying "Firsts"
There are a lot of “firsts” in a pilot’s career, most of which come and go without much fanfare. In our first “first” report, however, a student pilot’s first solo cross-country flight provided more excitement than planned. Students aren’t the only ones facing challenges the first time out. A newly-rated instrument pilot met unexpected poor weather while testing the ink on that new “ticket.”
s It was my first IMC flight since receiving my instrument
rating. Conditions at departure and arrival airports were VMC. Enroute, I tuned in to my destination ATIS and was shocked to hear “300 overcast and one mile in fog.” My personal minimums were written down in advance and an attempt of this low IMC was out of the question—particularly since a missed approach would require holding over the ocean in a single-engine aircraft. I informed ATC that I wanted to go to the alternate (800 feet broken and two miles). Approach gave us vectors for the VOR approach. I intercepted the approach and started the descent....We broke out of the clouds to find 800 feet broken around the airport, and landed safely. It wasn’t until later that I realized I had descended to MDA [Minimum Descent Altitude] before the final approach fix. The reporter admits, “I made a major mistake” with the altitude bust. Still, some kudos are in order: the reporter stuck with the pre-determined personal minimums and made the decision to divert early, rather than getting into a potentially inextricable situation at the original destination.
s The first incident happened after I landed at XYZ. I
couldn’t refuel there because [the FBO] was closed. I didn’t have enough fuel to reach my home airport. So I got permission to land at an intermediate destination to refuel. I didn’t have a logbook endorsement for landing at that airport. The next incident happened while enroute home. I saw that the route ahead had a thick fog covering. I looked for a place to get under the cloud cover, because night was falling fast and I wasn’t cleared for night flight. To the right of my flight path, I could see a break big enough to get under the clouds. Before I knew it, I was disoriented as to exactly where I was. By that time, night had fallen. I saw an airport, but I didn’t know the frequency because I didn’t know where I was. I squawked 7700, then looked for traffic in the pattern and didn’t see any, so I landed. I transmitted on 121.5 what I was doing before I did it. As part of pre-flight planning, the student should have verified the destination airport’s hours of operation and availability of fuel in the Airport Facility Directory (AFD). The instructor should also have ensured that the student start the long flight earlier in the day.
Double Trouble
Nor are air carrier pilots immune from hazards associated with “first” flights, as this Check Pilot/Captain reports:
s I was giving IOE [Initial Operating Experience] to a new Captain-upgrade. There was also a Check Engineer giving IOE training to a new Engineer. ATC gave us a clearance to cross 30 miles [from the VOR] at 13,000 feet. We were about 65 miles out at the time. We were very busy trying to brief the approach. We started down, but realized it would be close. We crossed the 30-mile fix [at about 13,800 feet].
Contributing factors were workload—with two students...brief and preparation for the approach take longer—and weather: it was night and we were in icing conditions and moderate turbulence for most of the flight. These factors add to mental stress. In the future, an ATC clearance must take precedence over briefings. In other words, “fly the airplane first.” Some companies have a policy that prohibits the training of two crew members at the same time. The distractions of providing training can create an excessive workload on instructor crew members. This, in turn, may compromise the safety of the flight. ASRS Recently Issued Alerts On...
Jamming of aileron controls on a BE-02 Excessive rubber build-up on an Illinois airport runway False fire warning indications attributed to anti-icing fluid An uncharted tower obstruction near a New York airport Airframe structural damage induced by evasive maneuvers
Maiden Flight
The pilot of a homebuilt airplane discovered during a taxi test that “crow-hopping” at high speeds can be hazardous to aircraft health:
s High speed taxi testing and “crow hopping” of recently
completed kitplane...Was able to maintain good directional control at speeds of 65 mph. Attempted to lift nose off ground to determine elevator sensitivity...Plane ballooned up. While trying to stabilize attitude and maintain airspeed, plane settled to ground and bounced. Upon resettle, plane went to left and ran off side of runway, striking a runway light...[and] breaking prop and damaging runway light. Able to recover control and stop plane without further incident. The reporter attributed the incident to a narrow, crowned runway that amplified cross-winds, and to unfamiliarity with the kitplane’s sensitive handling characteristics. February 1997 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1681 677 55 29
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
TOTAL
2442
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_214.pdf
自定义标签： 
