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A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
September 1995 Report Intake
Air Carrier Pilots 1591
General Aviation Pilots 699
Controllers 83
Cabin/Mechanics/Military/Other 38
TOTAL 2411
Bird strikes are a common occurrence at this time of the
year, due to heavy migratory activity.
general aviation pilot belatedly figured out how to “duck”
checked
Upon
we were
Navigation Mishaps
In our first report, a
the VOR coordinates and they were correct.
switching to the [VOR] radio, we realized that
left of course. Center told us that, if we continbird
strikes:
■ Entering downwind...in a nose-high attitude to slow for
gear extension. At 800 feet AGL, a flock of about 20 ducks
came into view, rising. I started evasive action. The flock
scattered and we impacted multiple ducks. One duck shattered
the windscreen and ended up in the back seat. Headsets
were knocked off, eliminating communication. Added
power to maintain airspeed...gear extension on final, no
flaps...landed without incident. No injuries.
Due to nose-high attitude I had no view of the ducks rising
from below me. Loss of communication was very unsettling.
When the windscreen came out, [there was a] major airspeed
loss. It would have been very easy to stall at 800 feet AGL.
Even more power was needed when the gear was extended.
As a partial remedy, the reporter suggests slowing gradually
and keeping the nose low to improve visibility. Turning
landing lights on during final approach may also help birds
see and avoid aircraft.
Another pilot, reporting an equally damaging bird strike,
observed tongue-in-cheek that there is only one way to
prevent such incidents: “Enact federal regulation requiring
all birds to be equipped with transponders and TCAS.”
Be advised that most birds are already squawking.
...and Gadgetry Notes
Unlike birds, which navigate by following their instincts
(with sometimes disastrous results, as noted above), pilots
often rely on electronic navigational systems. These, too, are
subject to error, as this GA reporter can attest:
■ While on a routine flight...I had been receiving advisories
from Center, but was terminated due to traffic saturation in
that sector. I continued navigating [using RNAV] to a
point...which would keep me just south of the Restricted
Area. I checked my sectional chart to confirm my RNAV
waypoint, and found no error. However, when I crosschecked
my position with the #2 radio, I found my position
well into the Restricted Area. I turned immediately to vacate
the area. I continued without further incident. I had the
VOR-RNAV unit inspected, [and] the radio was found to
have substantial error both in the aircraft and later when
tested at an avionics repair station.
FAR 91.171 requires VOR units used for IFR flight to be
checked for bearing error within the preceding 30 days. As
this reporter learned, even for VFR flight, an accurate VOR
receiver can be critical.
■ In cruise, approaching XYZ VOR, Center asked if we
showed on course. The FMS showed us on course. We
ued on our course, we were going to pass west of the VOR by
about 13 miles, instead of passing over it. Center then gave
us “direct [intersection].” We used the FMS to go direct and
checked the coordinates in the FMS, which were correct.
Then, the aircraft turned too far to the left. We went back to
the radio and intercepted the XYZ arrival. We checked the
FMS again, and it indicated that we were 7 miles right of
course. [With help from Center], we continued inbound and
landed. We asked the Flight Attendants if anyone in the
cabin was using some type of electronic equipment. They said
that there were several people playing electronic games.
The navigation errors could have been caused by the
portable electronic devices in the passenger cabin, or by a
malfunction or calibration error in the FMS. Normal
operating procedure is to verify FMS information with
any other operational systems, such as VOR or DME.
(Almost) Lost at Sea
A widebody crew, relying solely on dual Omega Navigation
Systems for overwater navigation, encountered repeated
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