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cancel IFR and proceed VFR, but stay with Center for VFR
advisories. There were few holes to descend through, but I
found one. To get through, I had to maneuver somewhat
and I got a little closer to the Class B airspace than I
anticipated. I noticed I was inside the 20-mile outer ring,
and I climbed back to 7,500 feet to clear it. Center handed
us off to Approach, and we proceeded to our destination
without further incident.
My willingness to cancel my IFR flight plan was very poor
decision-making on my part. Just to stay at a higher
altitude and make the flight a little smoother, I ended up
painting myself into a corner. I won’t do it again.
Next, a general aviation (GA) pilot in a restored military
trainer was also seeking a smoother ride when turbulence
took away his chart and added a new wrinkle to the flight.
Airspace “Busts”
Number 220 October 1997
When Things Seen Are Not As They Seem
The old adage that “seeing is believing” is not always
true, as a GA pilot learned in this report of a fuel mix-up.
n While performing the pre-flight checklist, the color of
the fuel was light blue. Enroute, I experienced no
problems with the engine’s performance. During a layover
at ABC, the FBO manager from [my home airport] called
ABC to secure the aircraft because the refueling tickets
from the night before had gotten mixed up. The manager
and maintenance personnel arrived and tested the fuel. It
was still hard to distinguish whether the fuel was mixed;
the evidence came about when the smell of kerosene was
noticed as we continued to drain the [fuel tank].
Lesson learned: When examining fuel, do not only look at
the color because it can be deceiving. Smelling the odor
and feeling the texture of the fuel will ensure that you have
the appropriate fuel for your aircraft.
Next, the Captain of an air taxi cargo flight discovered
that diamonds aren’t every pilot’s best friend.
n After getting established on the ILS, I was cleared for
the approach. I had only been on the localizer for about 15
seconds before I got the Glideslope (GS) indication. The
GS needle moved from the bottom towards the “diamond”
(that indicates ON the GS), and stopped on the
“diamond.” Assuming I was on the GS, I started my
descent. Decision height intercept altitude was 1,500 feet
and I was coming up on 1,000 feet when Tower gave me an
altitude alert and advised me to climb back to 1,500.
When the avionics shop checked the GS, they found the GS
needle physically sticking on the “diamond,” which is a
plastic piece protruding on the GS scale (not a painted
mark). This was leaving NO GS warning flags to indicate
a problem. Just a picture-perfect ILS with a not-so-perfect
possible outcome had we been in weather down to
minimums!
In another report, an air carrier crew fell victim to an
admittedly “well-known optical illusion.”
n The terminal has a light system for parking. When the
light goes off, that means the [wheel] chocks are in. After
shutting down one engine and while waiting for the light
to go out, I inadvertently released the brakes. Because the
ramp is not level, the airplane began to slowly roll
backwards. This movement was not apparent to me or the
First Officer. Contributing to our lack of recognition is the
jetway movement, which gives the sensation of [the
airplane] moving. This optical illusion is well-known and
routinely disregarded, so it took several seconds before I
realized we were moving and reapplied the brakes.
Any apparent aircraft movement should be suspect. This
crew was fortunate to recognize the problem before a
ground collision occurred.
At night, lights on and in the vicinity of the airport can
also result in optical illusions, as illustrated in a report by
a crew member of a cargo jet:
n I saw unidentified traffic crossing my centerline near
the end of the runway. I rejected the takeoff to determine
what the traffic was and pinpoint its actual position. It
turned out to be a ground service vehicle on another
runway that did not intersect my runway. This was hard
to see due to the confusion of lights near the end of the
runway.
Faced with an unknown and possibly very hazardous
ground conflict, the crew’s decision to reject the takeoff
was the safest course of action.
A general aviation pilot experienced a surprising illusion
on what was an otherwise beautiful night for flying.
n It was a clear, moonless, and very dark night with
excellent visibility. About 15 miles out, I started my
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