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monitoring CTAF while his First Officer was getting
the clearance from Approach Control, and for this
reason the crew might have missed the Cessna’s earlier
CTAF calls. Pilots on IFR flight plans, like this crew,
also have the option of asking Approach Control
whether there is traffic inbound for the runway in use.
While taxiing to the end of Runway 03 for takeoff I
checked the runway and traffic pattern. I had no radio so I
couldn’t hear the radio traffic. I was checking the runway
for traffic and saw none. As I crossed the hold line for
Runway 03 I checked again and saw a Cessna 172 bounce
after touchdown on the runway. I immediately stopped
halfway between the hold line and the edge of the runway.
After the C172 turned off the runway and passed me, I
back-taxied to Runway 21 and took off… The Cessna
apparently blended in with the background of trees and
buildings and I did not see the Cessna until it bounced
after touching down…
The Aeronautical Information Manual section 4-1-9 offers
a comprehensive summary of recommended
communications procedures at airports without operating
control towers, and emphasizes that not all aircraft
operating into these fields have radios.
Recent ASRS reports illustrate several problematic scenarios
that can occur at fields without operating Control Towers.
Use of a Non-Preferred
Runway
Unscheduled Rest Periods
The effects of fatigue on pilot performance have been
much studied in multi-crew air transport operations, but
fatigue is also problematic in single-pilot operations. A
single-pilot cargo flight, for example, may involve long
periods of silence, restricted pilot movement, reduced
cockpit ventilation, vibration, and other conditions known
to invite drowsiness.
The result? In a few cases reported to the ASRS, pilots
flying alone have fallen asleep while airborne. A few
recent examples reported by air taxi pilots.
I was on an IFR flight plan from ABC to XYZ, and
about halfway to XYZ I fell asleep. The autopilot was on,
and the heading indicator was set on a due west heading,
and the altitude was set at 8,000 feet. I didn’t wake up for
30 to 45 minutes. When I woke up I was about 90 nm south
of the VOR. I couldn’t get ABC or XYZ air traffic control
on the radio, so I tried ZZZ, and it took 2 or 3 frequencies to
finally make contact. I turned due North to point the
airplane in the right direction, and climbed to 10,000 feet
for right altitude for direction of flight, and for better radio/
nav reception and better fuel consumption. I didn’t think I
had enough fuel for XYZ, so I chose to land at ZZZ. I
landed at ZZZ with about an hour of fuel.
Later I was supposed to call XYZ Tower about the incident,
and they said it was a Pilot Deviation. I asked what that
was, and [they] told me that I went beyond the IFR
clearance limit. Filed/cleared to XYZ, but didn’t land at
XYZ, then passed XYZ. Problem: lack of sleep. To correct
the situation: Get 6 to 8 hours sleep, keep oneself busy in the
cockpit [with] altitude changes, drink water, and open air
vents/air conditioning.
In another incident, a pilot on a night flight did not feel
fatigued, but was unable to communicate with ATC after
“closing his eyes”:
While at cruise at 4,000 feet indicated (MSL), while
flying on autopilot for nearly 2 hours, I closed my eyes to
rest prior to making a landing. I entered a dreamlike state
wherein I could hear radio communications in my headset,
but I lacked the situational awareness to respond to them. I
had impairment of my perception of the passage of time for
an estimated 45 nm or about 15 minutes. When I regained
my situational awareness, I was 10-15 nm northwest of
destination. I called the Center to re-establish
communications and was given a radar vector back to the
airport...
[Contributing factors]: A longer than normal flight due
strong headwinds; extremely clear flight conditions with
numerous shooting stars; extremely cold air temperatures
with dry cabin heated air; later than normal flight
departure time; very little radio communications traffic;
long periods of silence except for engine drone. Pilot did
not have a sense of fatigue when the incident occurred, but
eyes were hot, dry and tired from 2-hour flight...
Because individuals may vary widely in sleep
requirements, pilots need to know their own sleep needs
and be aware that reduced rest for more than a few days
is a “red flag” for flight safety.
Cell Phone Notes
Cell phones are often considered a boon in the cockpit
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