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assignments and other FAR requirements. If ATC grants
the request, the controller is responsible for radar
monitoring until the pilot is able to proceed direct using the
certified navigation equipment on board. In the incident
reported to ASRS, the pilot’s aircraft was /A equipped, so the
primary equipment capability was DME and Transponder
with Mode C – as filed for the flight.
(2) The use of VFR GPS to “aid” navigation to a cleared fix
is also not contrary to the FARs, if certain criteria are met.
Our FAA Headquarters source explained it this way:
✍ Suppose he [the ASRS reporter] had requested and been
approved a clearance direct to XYZ and had used a VFR GPS
to execute the clearance. Generally, the FARs are permissive,
not restrictive, as long as the resulting operation does not
reduce the original level of safety. Since the FAA has provided
operational approval guidance on the use of VFR RNAV
systems in Class A airspace under radar control (see Order
8400.10, Air Transportation Operations Inspectors Handbook,
Volume 4, Paragraph 23C(3)(d), using VFR GPS in this case
would probably be OK. Additionally, the Aeronautical
Information Manual seems to provide similar guidance.
Our Headquarters source added that the FAA does not
actively promote the use of VFR GPS to comply with IFR
clearances, but has initiated a research project to determine
the feasibility of this type of operation.
We thank our readers – pilots, controllers,
university professors, and aviation consultants –
who took the time to let us know our commentary
was off base and offered their experience and
knowledge as a resource. We are willing to make
mistakes if someone else can learn from them.
Fueling Slip
A recent ASRS report from a Cessna-340 pilot provides an
example of how fueling errors can not only cause serious
incidents, but result in potentially costly engine damage.
[After] arrival…my passengers deplaned and went inside
the FBO... As I deplaned, the lineman approached me and
said, “I understand you need some fuel.” I replied by saying
“Yes, only the tips – hundred octane – I’m going in to check
the weather .” The lineman had fueled this particular
aircraft before. Normally I stand by the airplane as it is
being fueled, but…by the time I got off the phone [with Flight
Service]…the lineman had already finished fueling the
aircraft. I never even saw the truck he used to fuel the
aircraft… The credit card slip did not indicate what type of
fuel he had used or how many gallons…
I let my passengers in, did a walkaround of the aircraft,
checked the fuel caps and sumped the tanks to see if any
water was present. Everything appeared normal…
The aircraft started normally. I taxied out to the active
runway and [did] my pre-takeoff checks and started my
takeoff [and]…again checked all engine gauges. They were
normal. As I approached 80 knots and rotated, just as I was
airborne, one or both engines gave a backfire. I started to
abort the takeoff but did not have sufficient runway ahead to
land. I was about 100 feet and again checked all gauges.
The cylinder head temperatures started to climb toward
redline at that time and the engines started to run rough. I
reduced power, the cylinder head temps started to reduce and
the engines smoothed out. I stayed within gliding distance of
the runway, circled and landed… I taxied back to the ramp
telling the passengers something was wrong…
As I opened the door, the lineman approached the aircraft.
I… asked, “Just what kind of fuel did you put in this?” His
reply was “Jet A.” At that point, I had the lineman drain all
the fuel from the tip tanks. As he was doing that, I called the
[engine manufacturer] service manager for advice… After
discussing what happened, we grounded the aircraft.
A misfueling error may not be noticed during preflight
unless a pilot opens the fuel cap to inspect the fuel color
and smell. Supervising a refueling is the “first line of
defense” against this type of problem.
gtye jsuwiw
opstr
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…
Opening of CL-65 cabin oxygen access panels inflight
Fokker 100 uncommanded pitch-up during initial climb
A300 passenger entertainment system electrical box fire
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