Number 275
July 2002
“Get-there-itis”
Self-imposed goals and peer pressure can lead to a troublesome twist on the “get-home-itis” dilemma. After a long winter, the desire to get AWAY to a vacation destination or a fly-in event can offer as many pitfalls for the unprepared as the well-documented urge to “get home.” We’ve all got a compelling reason to “get there,” but cutting corners or pushing prudent limits is more likely to lead to a compelling story for CALLBACK…or the NTSB.
Time to Hit the Road
A well-written ASRS report details how a Cessna pilot on a first long cross-country experienced an unexpected delay in departing. “Getting there” became an issue, and one of the links in a fateful chain of events. 1) The Preflight - Getting out [of the plane] to check the fuel, another pilot offered to check it for me. I consented. This was my first and biggest mistake… 2) The Assumption – I made a major mistake by assuming that the fuel order had been filled. 3) Time - …I was cognizant of the fact that I would be departing later than planned. Getting there should never influence the preparations for a flight. 4) Fuel Burn – Before this experience, I relied solely on my time and fuel burn calculations, trusting the accuracy of my calculations much more than the…fuel gauges. My new policy is to trust whichever one…says that I have the least amount of fuel, and act accordingly… This experience…proved the importance of being able to stay calm and fly the plane. I also received a firsthand lesson of how important it is to utilize [the services of] ATC… The calm voice of the Approach Controller directing me toward the airport was invaluable at the height of this emergency. I think the most important lesson that I gained from this experience is the importance of checking…and doublechecking every aspect of the flight. We thank our reporter for sharing an experience that may help other pilots “get (all the way) there.”
s …I calculated that I would reach [my destination] with about two and one half hours of fuel remaining. This plan changed…when my engine had its first hiccup. I was speaking to Approach at that time and immediately asked for vectors to the nearest airport. About a mile and a half from the airport, the propeller stopped. I was only a mile [away] and heading straight for the runway when I realized that I was losing altitude too fast to clear the trees that surrounded the airport. Passing through 1000 feet MSL, I determined that the road to the right of the airport was the best option available to me.
Fortunately, neither I nor the airplane was hurt. I began inspecting the airplane to find out what went wrong, and soon discovered the problem – the tanks were empty. My forced landing on [a] highway…was not the result of some mechanical failure that was beyond my control, but rather had been caused by me alone. Here is my analysis of what went wrong:
Tired Pilot Comes to Rest…in the Wrong Place
Many pilots have experienced the same self-imposed pressures that led the author of this ASRS report to get in a bind where the binders couldn’t help. Fatigue was also a factor when this reporter paid more attention to the voice saying, “Get there,” than to the one screaming, “Go around.” it on the ground overrode common sense. Forced it onto the runway past midpoint and couldn’t stop in time. Thank God Runway 28R has a paved overrun area. Moral of the story? Several:
✔ Poor approaches lead to poor landings. ✔
If it doesn’t feel right, there’s usually a reason. you something is wrong. Responsibility? 100% mine. If I wasn’t comfortable with the shorter runway, I should have refused the landing clearance on Runway 28R. [I] need more practice.
s Same old story. Long day; tired; hot; anxious to get to
[destination] to rest, relax, and take a shower. [I was] vectored for [a] right downwind to Runway 28L but was told on downwind to land [on] Runway 28R (much shorter) instead. [I] found myself way high and way fast on final…brain screaming “go around,” but [my] desire to get
✔ Never ignore that voice in the back of your mind telling
ASRS Recently Issued Alerts On…
EMB-145 pitch trim failure Airway similar-sounding fixes B767 wake turbulence separation incident Runway incursion at a major Southern airport Lack of tower obstruction markings on an approach chart
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
May 2002 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2112 811 66 135 3124
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_275.pdf
July 2002
“Get-there-itis”
Self-imposed goals and peer pressure can lead to a troublesome twist on the “get-home-itis” dilemma. After a long winter, the desire to get AWAY to a vacation destination or a fly-in event can offer as many pitfalls for the unprepared as the well-documented urge to “get home.” We’ve all got a compelling reason to “get there,” but cutting corners or pushing prudent limits is more likely to lead to a compelling story for CALLBACK…or the NTSB.
Time to Hit the Road
A well-written ASRS report details how a Cessna pilot on a first long cross-country experienced an unexpected delay in departing. “Getting there” became an issue, and one of the links in a fateful chain of events. 1) The Preflight - Getting out [of the plane] to check the fuel, another pilot offered to check it for me. I consented. This was my first and biggest mistake… 2) The Assumption – I made a major mistake by assuming that the fuel order had been filled. 3) Time - …I was cognizant of the fact that I would be departing later than planned. Getting there should never influence the preparations for a flight. 4) Fuel Burn – Before this experience, I relied solely on my time and fuel burn calculations, trusting the accuracy of my calculations much more than the…fuel gauges. My new policy is to trust whichever one…says that I have the least amount of fuel, and act accordingly… This experience…proved the importance of being able to stay calm and fly the plane. I also received a firsthand lesson of how important it is to utilize [the services of] ATC… The calm voice of the Approach Controller directing me toward the airport was invaluable at the height of this emergency. I think the most important lesson that I gained from this experience is the importance of checking…and doublechecking every aspect of the flight. We thank our reporter for sharing an experience that may help other pilots “get (all the way) there.”
s …I calculated that I would reach [my destination] with about two and one half hours of fuel remaining. This plan changed…when my engine had its first hiccup. I was speaking to Approach at that time and immediately asked for vectors to the nearest airport. About a mile and a half from the airport, the propeller stopped. I was only a mile [away] and heading straight for the runway when I realized that I was losing altitude too fast to clear the trees that surrounded the airport. Passing through 1000 feet MSL, I determined that the road to the right of the airport was the best option available to me.
Fortunately, neither I nor the airplane was hurt. I began inspecting the airplane to find out what went wrong, and soon discovered the problem – the tanks were empty. My forced landing on [a] highway…was not the result of some mechanical failure that was beyond my control, but rather had been caused by me alone. Here is my analysis of what went wrong:
Tired Pilot Comes to Rest…in the Wrong Place
Many pilots have experienced the same self-imposed pressures that led the author of this ASRS report to get in a bind where the binders couldn’t help. Fatigue was also a factor when this reporter paid more attention to the voice saying, “Get there,” than to the one screaming, “Go around.” it on the ground overrode common sense. Forced it onto the runway past midpoint and couldn’t stop in time. Thank God Runway 28R has a paved overrun area. Moral of the story? Several:
✔ Poor approaches lead to poor landings. ✔
If it doesn’t feel right, there’s usually a reason. you something is wrong. Responsibility? 100% mine. If I wasn’t comfortable with the shorter runway, I should have refused the landing clearance on Runway 28R. [I] need more practice.
s Same old story. Long day; tired; hot; anxious to get to
[destination] to rest, relax, and take a shower. [I was] vectored for [a] right downwind to Runway 28L but was told on downwind to land [on] Runway 28R (much shorter) instead. [I] found myself way high and way fast on final…brain screaming “go around,” but [my] desire to get
✔ Never ignore that voice in the back of your mind telling
ASRS Recently Issued Alerts On…
EMB-145 pitch trim failure Airway similar-sounding fixes B767 wake turbulence separation incident Runway incursion at a major Southern airport Lack of tower obstruction markings on an approach chart
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
May 2002 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2112 811 66 135 3124
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_275.pdf
自定义标签： 
