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maintenance. Captain’s trim wheel moved correctly but
indicator plate was slipping. Fixed by maintenance and
flight proceeded without incident.
As Will Rogers said, “If you’re riding’ ahead of the herd,
take a look back every now and then to make sure it’s
still there.”
A helicopter pilot with passengers bound for
a casino depended too heavily on ATC for a
steer to an alternate airport. That gamble
not only didn’t pay off, but led to an
upsetting reception for all involved:
…Ten miles outside [airport ABC] called
Tower and gave them my intentions. I
indicated we were coming in for overnight stay
to go to local casinos. They gave me a squawk
code. I idented and they recognized [aircraft].
They indicated that a local municipal airport
was closer. I requested them to vector me to
this airport. They indicated 3 miles…dead ahead on
our current course. I asked for the frequency. They
indicated 123.0. I called this frequency without
response on three occasions. I tuned back to [ABC] to
ask why no answer. They explained this is an
uncontrolled airport. I tuned back to 123.0 and
announced my downwind to traffic… On downwind leg
I began to notice many B-52 bombers parked and no
civilian aircraft in sight. I could not raise anyone on
the radio and was unable to check map or GPS while
over a populated area (needing both hands to maintain
full control of the aircraft at low altitude).
I landed in an open wide area in plain
sight in front of the Control Tower.
After sitting down, I tuned into the GPS
and looked at map to find location was Air
Force Base. I got their frequency and called
the Tower to explain our situation. We were
instructed to hold. Tower then came back
on and said that we should shut down, that
it was out of [their] control and up to
security.
We were then taken into custody after being
searched, handcuffed, and [the] aircraft
searched by dogs. We remained separated in
interrogation for 3 hours before release. Our stories all
matched per the Investigators… Hopefully the
controllers can utilize this information to realize how
important they are to the pilot who is depending on
accurate information to be conveyed.
Our reporter was intent on getting his passengers to
the gaming tables and didn’t adequately prepare for
arrival in the area. The ATC assistance offered may
have been less than optimal, but the final
responsibility for navigation belonged to the pilot –
not to ATC.
Investment in the Wrong Slot
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/
ASRS Recently Issued Alerts On…
A-300 engine failure during initial climb
B737-300 wire bundle damage from rotating flap torque
ARTS radar tracking problem in an East Coast TRACON
CL65 uncommanded thrust reverser deployment at cruise
Multiple reports of problems with a TRACON radar system
January 2001 Report Intake
Air Carrier / Air Taxi Pilots 2451
General Aviation Pilots 597
Controllers 76
Cabin/Mechanics/Military/Other 162
TOTAL 3286
Number 259 March 2001
Communications Issues from ASRS Reports
ASRS recently received a report from a concerned air
traffic controller who describes a non-standard
communication practice by pilots
and controllers – the use of
microphone clicks as a response to
clearances (by pilots), or to
readbacks (by controllers).
It is very common for pilots to
respond to clearances with just their
call sign or a double-click of the mike.
Neither of these are good responses…
Controllers are also at fault for using
the double-click to respond to pilots. I
have tried to get controllers to change [this practice] in my
facility, but old, bad habits are very hard to break. I have
been told that the double-click has been around forever and
to stop being a baby about it!
Since all an accident team has to go on is the tapes of the
incident, I believe that double-clicks and pilots replying
with only their call sign are accidents waiting to happen.
As the skies get busier, it is only a matter of time before one
of these [practices] leads to, or is particularly to blame, for
an incident or accident.
I [suggest a] reminder in the CALLBACK that the only
proper way for a pilot to respond to any ATC clearance is by
using their call sign and at least a “Roger,” if not a
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