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during electrical failures and other emergencies. Here
are a few additional thoughts offered by pilots reporting
cell phone related incidents to the ASRS:
I am a pilot for a parachute operation. We were to make
a demonstration jump into a high school football field west
of the primary airport in Class C airspace. A NOTAM had
been filed for the jump, and I had personally informed the
Supervisor at the Tower of our intentions. I contacted
Clearance Delivery before engine start, then attempted to
start the engine. It was very slow to turn over, which was
not typical for this aircraft, especially since it had just been
flown. The second attempt succeeded… As I [climbed over
the jump site] to 4,000 feet, I experienced a total electrical
failure. I attempted to contact the Tower with a cellular
phone, but was unable to tell if they could hear my
intentions. We also had a 2-way radio for contact with
ground support personnel, so I relayed the message to pass
on to the Tower… Since our plan was to make the jump, we
proceeded and I then departed to an uncontrolled airport
[for landing].
Although I know that cellular phone use has saved many
pilots, it had not occurred to me that I would be completely
unable to hear in the aircraft… For others who may be
planning to use a phone in an emergency, a single-engine
airplane is a far noisier environment than we may expect.
Not Off the Hook
And from a Captain reporting a “close call” of a different
sort:
...While taxiing in, my cell phone, which I forgot to turn
off [before takeoff] rang. I turned the phone off, parked,
completed the checklist...
Apparently our reporter’s phone was “on” for the whole
flight. The activation of a cellular phone while airborne –
by either passengers or crew – is prohibited by the
Federal Communications Commission (FCC). A cell phone
has a much greater transmitting range while airborne
than a land-based mobile device and may cause serious
interference to transmissions at other cell locations. The
FAA supports the FCC ban “for reasons of potential
interference to critical aircraft systems,” according to FAA
Advisory Circular 91.21-1A.6(b).
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…
LR55 cabin altitude warning system malfunction
Frequency coverage problems in an ATC sector
Multiple A319 upper aileron panel flutter incidents
Land and Hold Short incident at a Hawaiian airport
Glide slope anomaly at an international Asian airport
August 2001 Report Intake
Air Carrier / Air Taxi Pilots 2663
General Aviation Pilots 774
Controllers 95
Cabin/Mechanics/Military/Other 188
TOTAL 3720
Number 266 October 2001
Weather-AvoidanceRadarIncidents
Proper operation and interpretation
of airborne weather avoidance radar
is dependent on pilots having a full
understanding of its capabilities
and limits. Factors such as radar
attenuation (deflection or absorption
of the radar beam by precipitation
or solid objects like terrain), and
use of the radar’s tilt and gain
controls, may affect the accuracy of radar returns.
Even when none of these factors seem to be involved,
pilots can still be surprised by adverse weather that is
not accurately depicted on their weather radar,
including severe turbulence, lightning strikes, inflight
icing, and even microburst activity. More from a recent
ASRS report:
Our flight encountered an area of unforecast extreme
turbulence. The area was encountered while descending
through FL210… Flight conditions were IMC with
continuous light chop. Weather radar was operating
and displayed no returns. The tilt and gain settings
were set properly for the conditions. Due to advisories
from Center of possible moderate turbulence, we had
elected to activate the continuous ignition.
The onset of the turbulence was rapid and immediate.
The Pilot Flying (Captain) immediately retarded the
throttles to idle thrust and disengaged the autopilot. He
was able to prevent the plane from rolling to an inverted
attitude, but the descent rate or the altitude was
impossible to maintain. The aircraft began climbing at
a moderate rate. About 5-10 seconds into the encounter,
we received simultaneous left and right engine oil
pressure warning messages. I shifted my focus to the
engine instruments and noticed the engines were
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