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The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
August 1997 Report Intake
Air Carrier Pilots 1944
General Aviation Pilots 650
Controllers 105
Cabin/Mechanics/Military/Other 56
TOTAL 2755
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
n I departed in my 1941 open-cockpit bi-plane. This
airplane is fairly fast, and chart-folding is extremely
difficult with the wind coming through the front cockpit
and exiting through the rear cockpit [the PIC position]. The
weather was MVFR and there was a SIGMET for severe
turbulence. I climbed through a large hole in the clouds,
and found moderate turbulence. As I tried to clip on my
kneeboard with the chart attached, the aircraft lurched
down hard, causing me to lose my grip on the kneeboard.
The kneeboard and chart were sucked away. So then I had
no chart for the area. I don’t strap the kneeboard on before
takeoff because it restricts side-to-side movement of the
control stick.
I flew West for quite some time and thought I was well clear
of the Class B airspace. But the wind was extremely strong
out of the West, so I was still in the Class B airspace when I
was forced up to 6,500 feet to maintain VFR. I couldn’t call
Approach because I didn’t recall the frequency. I thought
the floor of the outer ring was 8,000 feet, but it was only
6,000 feet, so I was in the bottom 500 feet of the Class B
airspace.
If pilots want to remain VFR while flying in MVFR
conditions, they should be sure to maintain adequate backup
navigation to verify they are clear of controlled
airspace.
An aileron cable failure on a B737-200
FMS map shifts resulting in an IFR missed approach
A New Jersey SID generating 25 air carrier pilot complaints
Severe control problems due to a wing crack on an EMB-120
Timeliness of Land-and-Hold-Short instructions by ATC
Mandatory readback of certain parts of clearances
provides a mechanism to reduce misunderstandings
between ATC and flight crews. An ATC supervisor
reports on a readback error that slipped by both him and
an ATC trainee, with a potentially hazardous result.
n Aircraft A was given a descent from 8,000 feet to only
7,000 feet (6,000 feet would be the norm on this route).
Pilot read back 6,000 feet, which was not caught by either
of us. We tried to get him back to 7,000 feet, but he went to
6,500 before he climbed back. Aircraft B was one mile in
trail at 6,000 feet, same speed.
A contributing factor was my over-reliance on the trainee,
who is fairly well along in training. I was assuming he
would catch the problem, so I was not listening as intently.
Also, the [typical] descent from 8,000 to 6,000 feet probably
had the pilot expecting to hear 6,000. Only goes to prove
the importance of readbacks being heard and understood.
Another controller reports that even when the readback of
the clearance is correct, sometimes it’s the wrong aircraft
doing the reading back.
Did You Say What I Heard?
n ATC was holding about five
aircraft. All were within five minutes of
EFC (Expect Further Clearance) times. Air
carrier flight ABC checked in on the
frequency approaching the holding fix. ATC cleared [same
company] flight BCD via the STAR. The readback sounded
correct. Flight BCD then asked if that clearance was for
him. ATC stated affirmative. Flight ABC was approaching
EFC time, and mistakenly took BCD’s clearance. Flight
ABC was given a safe altitude to maintain and reissued
holding instructions. Flight BCD did the “heads up,”
requested clarification, and kept ATC from having a very
serious situation develop very quickly.
We all get hurried on occasion. Kudos to the pilots out
there for whom safety, not time, is the number one priority.
Careful readbacks—and additional clarification, if
necessary—are especially important for both pilots and
controllers when aircraft with similar-sounding callsigns
are on the frequency.
Turbulence and an unauthorized penetration of airspace
may not seem obviously related. In two separate reports,
however, turbulence, or rather, a pilot’s attempt to avoid
it, led to an airspace “bust.” A corporate Captain
explains:
n We were at 15,500 feet on an IFR flight plan and were
given a descent to 9,000 feet. The ceiling was called
broken…cloud bases were at 8,500 feet with turbulence
below. Since we were in familiar airspace, I decided to
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