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although I believe it was still at an audible level. After not
hearing radio chatter for a while, I called Center and was
informed that I was in a hot Restricted Area. Center said
they had been trying to contact me but had been unable. I
did experience several other problems with reception on
that radio, and wound up using [the #2 radio].
I climbed to 11,500 feet to get out of the area. I had
become complacent about following my position on the
charts, knowing that Center would help keep me clear of
Restricted Areas. I should have tracked my position more
closely without relying on ATC.
The reporter used LORAN as the primary navigation
source, and relied on ATC for “back-up.” Making full use
of all resources, including charts and other navigational
aids, will help keep pilots out of “hot” areas.
To Enter “B” or Not to Enter “B”…
Transponder Transgressions
An aircraft that squawks an incorrect transponder code
can cause a lot of confusion for ATC. Squawking an
incorrect emergency transponder code can also cause
major embarrassment for the flight crew—and added
workload for others involved in the miscommunication—
as the next report suggests:
n En route we had communications trouble. During
frequency change to Tower, we lost both the Captain’s and
the First Officer’s transmit and receive. Resetting the
circuit breakers was no help. Downwind in the middle of
an IFR arrival is not a good place to go “no-comm.” The
Captain, in a very busy state, said, “We have to let ATC
know we have no comm. Go ahead and enter the no-comm
transponder code 7500.” Insert spurious braintron here.
Although there is a subtle difference between 7600 and
7500, it is nevertheless a large tactical error.
We finally got the First Officer’s comm back, established
communication with Tower, and they asked us to verify
the 7500 transponder. We acknowledged, and said we
were now VFR and could squawk 1200. At the same time,
both the Captain and the First Officer realized the
mistake, and advised Tower we were all OK and required
no special handling. However, the wheels of progress were
already in motion for the 7500 squawk. We advised
Ground, Dispatch and Tower that we were all OK…that
7500 was entered for a no-comm situation.
It was an honest mistake in a very busy environment, but
it caused quite a stir.
One memory trick for ensuring the correct use of 7500 is
to think of the hand-slapping gesture “high-five,” often
signifying a job well done. Pilots will earn a high-five if
they correctly remember that only a hijack warrants a
7500 transponder code.
ATC 1, Flight Crew 0000
In another report of an incorrect transponder code, ATC
won game, set and match. The “losing team” tells the
story:
n After we lifted off, the controller said, “We had a
transponder test and your score is in the window—all
zeroes!” We…realized we had failed to go to the gate to
pick up the PDC [Pre-Departure Clearance, which includes
a transponder code for the flight].
Some flight crews make a habit of setting all zeroes in
the transponder when they depart the aircraft, as a
heads-up to the next crew to obtain their clearance and
new squawk code. The outbound flight crews can
improve their “score” by using the checklist item for
transponder “on” as a reminder to ensure that the
correct squawk code is “in.”
7 5 0 0
TST
ON
ALT
IDENT
SBY
OFF
frozen over. As we were climbing, the airspeed indicator was
falsely reading a higher and higher airspeed, and I was
gradually compensating (unaware) to stay at Vx indicated
airspeed. The plane then began to porpoise, indicating an
imminent stall. Just as the stall broke hard, the scenario
came together in my mind. We banked at least 90 degrees,
and I pushed the yoke forward... I pulled the throttle back to
idle, and recovered from the stall in solid IMC. I did a 180
turn and headed for VMC. We broke out in a few minutes and
landed VFR.
The pitot tube didn’t thaw out until we got below the freezing
level... I am convinced that the surging engine was due to the
high pitch attitude.
The reporter points out several lessons to be learned from this
incident: Check the pitot heat before any flight which has the
potential to be in IMC, and carefully monitor weight and
balance for aft-of-limit conditions that may hamper stall
recovery. Finally, avoid the beckoning lure of those “blue
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