Number 235
January 1999
VFR into IMC
Instrument Meteorological Conditions (IMC) manage to sneak up on many pilots. Two ASRS reports of unintentional brushes with IMC show how easily a pilot can be caught by surprise. The first reporter, a low-time private pilot, sought ATC assistance for the IMC dilemma, and unwittingly became the recipient of an unwanted IFR clearance. The next reporter hoped to avoid the forecast midday thunderstorms by departing in the early morning. Alas, the thunderstorms didn’t read the forecast.
s I called FSS to get a weather briefing for VFR flight. The
forecast called for a cold front to be coming in quite fast and weather to get much worse with thunderstorms developing by midday. I climbed to 12,500 feet, and noted a solid overcast layer at 11,000 feet [along my route of flight]. I contacted Center to request flight following, and checked Flight Watch to confirm there were adequate broken and scattered holes to descend safely close to my destination. The solid overcast layer began rising and quickly turned into cumulonimbus clouds, forcing me to climb. As I reached 14,500 feet, the clouds were developing very fast and rising all around me…In a very short time I was close to 18,000 feet. Center asked me if I was IFR capable, and I stated negative. They asked me if I had supplemental oxygen, and I stated negative. Soon I was at 19,700 feet, and Center said we have to get you back down to 12,500 feet. I was given a heading and was told to chop the power and keep wings level with a 500-600-foot-per-minute descent down through the clouds with reference to my artificial horizon. So I did as I was told…and I broke out of the clouds at 13,000 feet. I had a very bad headache and was disoriented. I was handed over to Tower [and landed uneventfully]. With 20/20 hindsight, I see that the rising cloud tops were extremely clear, strong STOP signs. I should have turned around when I confirmed the overcast layer was ascending. Taking the conservative route—doing a 180 degree turn—is usually the better bet when facing IMC. Kudos to the sharp Center Controller for safely resolving this pilot’s emergency.
s My departure was at noon instead of [early morning]. I did not call for an update on the weather, and departed with my briefing from the morning. I had my head down trying to program a GPS which had been lent to me, and I got stuck in a cloud with poor visibility.
I tried a 180 degree turn, but it did not seem to work, so I pitched up and started climbing. I contacted Center from which I was receiving flight following, and asked for a clearance to XYZ. They asked if I was IFR able and if the plane was. I said affirmative, thinking that I had training in IFR upon acquiring my Private [rating], and the plane had instruments with which I could fly IFR if I had to in an emergency situation. Then the controller gave a clearance and, at the time, I did not understand that I was indeed receiving an IFR clearance. I told the controller I did not want to fly IFR and wanted to fly VFR. He stated, “You want to make it to XYZ , but it’s IFR in XYZ.” I repeated that I did not want to fly IFR. [The controller then vectored me to the closest VFR airport.] When I landed there it was fine VFR. The controller did an admirable job of getting the pilot out of the clouds. An up-to-date weather briefing prior to the delayed departure might have encouraged the reporter to choose a destination more likely to remain VFR, or alternatively, to stay on the ground. Then, when stuck in IMC, this non-IFRrated pilot would have received better ATC service by immediately admitting the lack of an instrument rating.
Not Good Form
In our next report, the commuter crew were flying in VMC on an IFR flight plan, but both were distracted from their flying and monitoring duties by Customs forms that could have waited until the flight had landed. forms, no one noticed we had descended through our assigned altitude until we were 500 feet below it. It was a light traffic day…and no traffic was on TCAS II. Center didn’t mention the altitude deviation. In the future, I will pay closer attention to monitoring the autopilot…and I will supervise my First Officer more closely during autoflight. The Captain filed this report to document the uncommanded disengagement of the autopilot. However, automation —the “Magic”—is never a substitute for flying the aircraft. The reminder for all is that the crew’s first priority should always be on flying duties, including altitude callouts, checklists, and traffic watch. Ground duties should be saved and performed on the ground. November 1998 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1968 685 63 181
s We were given a descent clearance to 14,000 feet. It was
the First Officer’s leg to fly and I was filling out our crew declaration Customs form. I noticed that the First Officer was also filling out the Customs form, so I occasionally looked up to monitor our flight situation. The autopilot was descending initially, but had somehow disengaged without us knowing why. The autopilot warning announcing disengagement only occurs below 2,500 feet AGL. Because our descent was shallow and we were filling out our Customs ASRS Recently Issued Alerts On...
EMB-120 electronic engine control malfunction B-737-800 leading edge flaps/slats malfunction Failure of a B-757 left hydraulic system during takeoff Ignition hazard of wooden matches in passenger baggage Turboprop/parachutists near-collision near a New Jersey airport
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
2897
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_235.pdf
January 1999
VFR into IMC
Instrument Meteorological Conditions (IMC) manage to sneak up on many pilots. Two ASRS reports of unintentional brushes with IMC show how easily a pilot can be caught by surprise. The first reporter, a low-time private pilot, sought ATC assistance for the IMC dilemma, and unwittingly became the recipient of an unwanted IFR clearance. The next reporter hoped to avoid the forecast midday thunderstorms by departing in the early morning. Alas, the thunderstorms didn’t read the forecast.
s I called FSS to get a weather briefing for VFR flight. The
forecast called for a cold front to be coming in quite fast and weather to get much worse with thunderstorms developing by midday. I climbed to 12,500 feet, and noted a solid overcast layer at 11,000 feet [along my route of flight]. I contacted Center to request flight following, and checked Flight Watch to confirm there were adequate broken and scattered holes to descend safely close to my destination. The solid overcast layer began rising and quickly turned into cumulonimbus clouds, forcing me to climb. As I reached 14,500 feet, the clouds were developing very fast and rising all around me…In a very short time I was close to 18,000 feet. Center asked me if I was IFR capable, and I stated negative. They asked me if I had supplemental oxygen, and I stated negative. Soon I was at 19,700 feet, and Center said we have to get you back down to 12,500 feet. I was given a heading and was told to chop the power and keep wings level with a 500-600-foot-per-minute descent down through the clouds with reference to my artificial horizon. So I did as I was told…and I broke out of the clouds at 13,000 feet. I had a very bad headache and was disoriented. I was handed over to Tower [and landed uneventfully]. With 20/20 hindsight, I see that the rising cloud tops were extremely clear, strong STOP signs. I should have turned around when I confirmed the overcast layer was ascending. Taking the conservative route—doing a 180 degree turn—is usually the better bet when facing IMC. Kudos to the sharp Center Controller for safely resolving this pilot’s emergency.
s My departure was at noon instead of [early morning]. I did not call for an update on the weather, and departed with my briefing from the morning. I had my head down trying to program a GPS which had been lent to me, and I got stuck in a cloud with poor visibility.
I tried a 180 degree turn, but it did not seem to work, so I pitched up and started climbing. I contacted Center from which I was receiving flight following, and asked for a clearance to XYZ. They asked if I was IFR able and if the plane was. I said affirmative, thinking that I had training in IFR upon acquiring my Private [rating], and the plane had instruments with which I could fly IFR if I had to in an emergency situation. Then the controller gave a clearance and, at the time, I did not understand that I was indeed receiving an IFR clearance. I told the controller I did not want to fly IFR and wanted to fly VFR. He stated, “You want to make it to XYZ , but it’s IFR in XYZ.” I repeated that I did not want to fly IFR. [The controller then vectored me to the closest VFR airport.] When I landed there it was fine VFR. The controller did an admirable job of getting the pilot out of the clouds. An up-to-date weather briefing prior to the delayed departure might have encouraged the reporter to choose a destination more likely to remain VFR, or alternatively, to stay on the ground. Then, when stuck in IMC, this non-IFRrated pilot would have received better ATC service by immediately admitting the lack of an instrument rating.
Not Good Form
In our next report, the commuter crew were flying in VMC on an IFR flight plan, but both were distracted from their flying and monitoring duties by Customs forms that could have waited until the flight had landed. forms, no one noticed we had descended through our assigned altitude until we were 500 feet below it. It was a light traffic day…and no traffic was on TCAS II. Center didn’t mention the altitude deviation. In the future, I will pay closer attention to monitoring the autopilot…and I will supervise my First Officer more closely during autoflight. The Captain filed this report to document the uncommanded disengagement of the autopilot. However, automation —the “Magic”—is never a substitute for flying the aircraft. The reminder for all is that the crew’s first priority should always be on flying duties, including altitude callouts, checklists, and traffic watch. Ground duties should be saved and performed on the ground. November 1998 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1968 685 63 181
s We were given a descent clearance to 14,000 feet. It was
the First Officer’s leg to fly and I was filling out our crew declaration Customs form. I noticed that the First Officer was also filling out the Customs form, so I occasionally looked up to monitor our flight situation. The autopilot was descending initially, but had somehow disengaged without us knowing why. The autopilot warning announcing disengagement only occurs below 2,500 feet AGL. Because our descent was shallow and we were filling out our Customs ASRS Recently Issued Alerts On...
EMB-120 electronic engine control malfunction B-737-800 leading edge flaps/slats malfunction Failure of a B-757 left hydraulic system during takeoff Ignition hazard of wooden matches in passenger baggage Turboprop/parachutists near-collision near a New Jersey airport
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
2897
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_235.pdf
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