Number 227
May 1998
“…Blow Off the Cobwebs”
Spring cleaning around the house requires clearing cobwebs out of hidden corners. Apparently the same holds true for pilots who have been flightless during the winter, or have been on vacation for a while. An instructor reports on his cobweb-clearing efforts with a seaplane pilot:
s I was flying with
s I was giving a springtime seaplane checkout to a rated pilot for currency and to blow off the cobwebs after a long winter. I picked a long stretch of water to simulate a heavy or high density takeoff by using less than full power for takeoff. The trainee showed a lot of cobwebs, and could not get the seaplane airborne. A boat moving toward us caught my eye. I looked over the nose and realized we were approaching a shallow area followed by the shoreline with tall trees and a few houses. I took the controls and got the seaplane off the water…barely clear of the trees and houses.
Trainees who “show a lot of cobwebs” bear extra monitoring, particularly when practicing advanced or difficult maneuvers. Even highly-qualified pilots are prone to cobwebs if they lack recent flight experience, as an air carrier First Officer learned on a flight with a company Flight Manager.
a Flight Manager, that being the equivalent of an Assistant Chief Pilot. He had only flown 28 hours in the last 6 months. We were climbing to an assigned altitude of 12,000 feet. Through 11,000 feet, I called 1,000 feet to go, and the altitude alerter worked normally. At 11,600 feet, we were still climbing at 3,000 feet per minute, so I mentioned that we were approaching our altitude. At 12,100 feet, I said, “There’s our altitude.” The Captain immediately pushed the aircraft over. We returned to 12,000 feet. I made the erroneous assumption that, despite the lack of current flight time, his proficiency would be good due to his position, and that this lack of time would not affect a Flight Manager as much as a line pilot. Also, I was reluctant to speak up as much as I should have, [due] to the position held by this individual…and my respect for him. The reporter suggests that the Flight Manager’s status may have inhibited the reporter’s typical use of CRM skills, thereby inadvertently contributing to this minor altitude deviation.
Plan to Close that Flight Plan
Some pilots who have been out of the flying game for awhile may have lost the habit of closing a flight plan. Two reporters offer stories of unusual circumstances surrounding flight plans left open. First, a general aviation pilot relied on the Tower to close a VFR flight plan, as would be typical for this airport—except when the Tower is closed. key or even your shirt collar, and, of course, adding a line item to the aircraft landing or shutdown checklist. A flight crew on an IFR flight plan normally can rely on the mere completion of their flight into a Tower-controlled airport to effectively cancel their IFR plan. In our next report, from an air carrier Captain, a bit of a twist was at the heart of the failure to cancel an IFR flight plan:
s I was flying a club aircraft out of [a military base] and opened a local VFR flight plan with FSS. The base Tower normally closes flight plans when the aircraft arrives, but the Tower was closed. When Tower is closed, I normally close with FSS via radio while still airborne, but low visibility distracted my attention. First time in over 35 years of flying that I forgot to close my flight plan!
The good news: the aircraft was airborne again [with the next renter-pilot] before the FAA would have begun a search. The new pilot was opening his flight plan with FSS before FSS would be calling to look for an overdue aircraft. Several years ago, CALLBACK published letters from a number of readers who offered memory-joggers for closing flight plans. Suggestions included wearing your watch on the wrong wrist, rolling up one pant leg, leaving notes in your car, attaching a clothes pin to the aircraft ignition ASRS Recently Issued Alerts On...
Canadair CL-65 inflight windshield failure SAAB 340B engine inlet fire during icing conditions MD-90 inflight fuel leak from fuel pump access panel Updated ARTS IIA generating erroneous low altitude alerts Less than standard separation incident in S. American airspace
s Just outside the outer marker, Center gave us a hand-off
to Tower. We checked in with Tower… and were advised that the Tower would probably close [for the evening] before we arrived. We reported the outer marker to the Tower and they said that they were closing the Tower. After landing, we were given a report over Tower frequency that braking action was poor on the taxiways. We taxied in and parked, never going back to Center to cancel IFR. Another air carrier’s ground personnel canceled for us with Center. Having received the braking action report after touchdown, neither of us thought about canceling the flight plan. Our mindset was “situation normal” for a Tower airport. The situation became non-normal the moment the Tower reported closing. That announcement should have given the crew a “heads-up” that they were now responsible for canceling their IFR flight plan. March 1998 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 2081 797 76 89
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
3043
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_227.pdf
May 1998
“…Blow Off the Cobwebs”
Spring cleaning around the house requires clearing cobwebs out of hidden corners. Apparently the same holds true for pilots who have been flightless during the winter, or have been on vacation for a while. An instructor reports on his cobweb-clearing efforts with a seaplane pilot:
s I was flying with
s I was giving a springtime seaplane checkout to a rated pilot for currency and to blow off the cobwebs after a long winter. I picked a long stretch of water to simulate a heavy or high density takeoff by using less than full power for takeoff. The trainee showed a lot of cobwebs, and could not get the seaplane airborne. A boat moving toward us caught my eye. I looked over the nose and realized we were approaching a shallow area followed by the shoreline with tall trees and a few houses. I took the controls and got the seaplane off the water…barely clear of the trees and houses.
Trainees who “show a lot of cobwebs” bear extra monitoring, particularly when practicing advanced or difficult maneuvers. Even highly-qualified pilots are prone to cobwebs if they lack recent flight experience, as an air carrier First Officer learned on a flight with a company Flight Manager.
a Flight Manager, that being the equivalent of an Assistant Chief Pilot. He had only flown 28 hours in the last 6 months. We were climbing to an assigned altitude of 12,000 feet. Through 11,000 feet, I called 1,000 feet to go, and the altitude alerter worked normally. At 11,600 feet, we were still climbing at 3,000 feet per minute, so I mentioned that we were approaching our altitude. At 12,100 feet, I said, “There’s our altitude.” The Captain immediately pushed the aircraft over. We returned to 12,000 feet. I made the erroneous assumption that, despite the lack of current flight time, his proficiency would be good due to his position, and that this lack of time would not affect a Flight Manager as much as a line pilot. Also, I was reluctant to speak up as much as I should have, [due] to the position held by this individual…and my respect for him. The reporter suggests that the Flight Manager’s status may have inhibited the reporter’s typical use of CRM skills, thereby inadvertently contributing to this minor altitude deviation.
Plan to Close that Flight Plan
Some pilots who have been out of the flying game for awhile may have lost the habit of closing a flight plan. Two reporters offer stories of unusual circumstances surrounding flight plans left open. First, a general aviation pilot relied on the Tower to close a VFR flight plan, as would be typical for this airport—except when the Tower is closed. key or even your shirt collar, and, of course, adding a line item to the aircraft landing or shutdown checklist. A flight crew on an IFR flight plan normally can rely on the mere completion of their flight into a Tower-controlled airport to effectively cancel their IFR plan. In our next report, from an air carrier Captain, a bit of a twist was at the heart of the failure to cancel an IFR flight plan:
s I was flying a club aircraft out of [a military base] and opened a local VFR flight plan with FSS. The base Tower normally closes flight plans when the aircraft arrives, but the Tower was closed. When Tower is closed, I normally close with FSS via radio while still airborne, but low visibility distracted my attention. First time in over 35 years of flying that I forgot to close my flight plan!
The good news: the aircraft was airborne again [with the next renter-pilot] before the FAA would have begun a search. The new pilot was opening his flight plan with FSS before FSS would be calling to look for an overdue aircraft. Several years ago, CALLBACK published letters from a number of readers who offered memory-joggers for closing flight plans. Suggestions included wearing your watch on the wrong wrist, rolling up one pant leg, leaving notes in your car, attaching a clothes pin to the aircraft ignition ASRS Recently Issued Alerts On...
Canadair CL-65 inflight windshield failure SAAB 340B engine inlet fire during icing conditions MD-90 inflight fuel leak from fuel pump access panel Updated ARTS IIA generating erroneous low altitude alerts Less than standard separation incident in S. American airspace
s Just outside the outer marker, Center gave us a hand-off
to Tower. We checked in with Tower… and were advised that the Tower would probably close [for the evening] before we arrived. We reported the outer marker to the Tower and they said that they were closing the Tower. After landing, we were given a report over Tower frequency that braking action was poor on the taxiways. We taxied in and parked, never going back to Center to cancel IFR. Another air carrier’s ground personnel canceled for us with Center. Having received the braking action report after touchdown, neither of us thought about canceling the flight plan. Our mindset was “situation normal” for a Tower airport. The situation became non-normal the moment the Tower reported closing. That announcement should have given the crew a “heads-up” that they were now responsible for canceling their IFR flight plan. March 1998 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 2081 797 76 89
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
3043
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_227.pdf
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