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positive hand-off of aircraft
control—and nearly resulted in a damaged aircraft.
n We were shooting a practice approach on the ILS/
DME. At the middle marker, the instructor took the
controls while I removed the hood. He flew it to about 75-
50 feet above the runway surface. I was willing to let him
do the landing, although I did not communicate this to
him. He then said, “Uh, you can have control…if you, uh,
want it.” I probably replied, “OK” rather than the usual, “I
have control.” I began to pull the nose up slowly, when I
thought I felt the instructor push forward on his wheel. I
thought this to be unusual since we were low and
descending fast in a nose-low condition. I then relaxed,
thinking he was still flying the aircraft. The nosewheel
touched down first and we bounced back up. I then
noticed him grabbing the wheel as he announced, “I have
control.” My response was, “I thought you [already] had
control.” We both then realized that nobody was really
flying the aircraft. Autoland?
Wishy-washy communications and lack of decisiveness
played major roles in this.
Arrival and departure reservations are required at
certain designated “High Density Traffic Airports,”
including Kennedy, LaGuardia, Chicago O’Hare,
Washington National, and Newark airports, as this
general aviation pilot learned:
n I was unaware that a reservation was needed to land
or take off at Washington National Airport. It was only
told to me when I discussed the flight with my instructor
after my return home. This information is not shown on
Reservations Required
any approach charts. I have since reviewed the
necessary steps for flying into airports that require
reservations.
IFR traffic can request reservations through Flight
Service Stations. VFR operations may be
accommodated if ATC can fit them in without
significant delay to IFR operations. For more
information, see the Aeronautical Information Manual,
Section 4-1-21.
Communications Problems in GA Flight Training
“Wishy-Washy Coms”
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
October 1997 Report Intake
Air Carrier Pilots 1988
General Aviation Pilots 724
Controllers 119
Cabin/Mechanics/Military/Other 50
TOTAL 2881
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 222 December 1997
EMB-120 inflight engine cowling openings
B757 inflight fuel loss due to a hole in a fuel line
Sabreliner 65 engine failure due to gear door separation
Blending of a Nevada airport's background and PLASI lights
Weighty Decisions
Pilots sometimes take weight and balance matters for
granted, especially with a familiar aircraft or an “average”
payload. A general aviation pilot, overestimating the
aircraft’s performance and underestimating the passenger
load, reports on the effects of an overweight takeoff in a
six-place airplane:
n Accelerated to full power, 10 degrees flaps, and rotated
at 70 knots. Pulled gear up at approximately 10-15 feet in
the air. Sank into the ground at full power, in effect a
gear-up landing. After the incident, the aircraft contents
were weighed, and actual weight was such that the
aircraft was 150 lbs. over gross. I had previously removed
the two rear seats, and had estimated the weights.
Clearly, I should have weighed each of my passengers and
their bags. Also, I only guessed about the amount of
weight savings that removing the two rear seats would
produce.
Pilots also need to consider the trade-off between the
performance gained by “cleaning up” the aircraft
immediately after takeoff versus the safety of leaving the
gear in place until there is no longer a chance of the
aircraft settling back onto the runway. Additionally, on
some aircraft the gear doors open to allow gear retraction;
this temporarily increases drag and decreases lift,
reducing aircraft performance.
Air carrier crews can find their aircraft overloaded when
cabin weights are incorrectly calculated—or estimated—
by company dispatch. A Captain tells of the flight of his
“heavy” aircraft, a B-727 laden with a football team.
n The aircraft papers indicated that the aircraft would be
just 100 lbs. or so below its maximum structural gross
weight for takeoff. Takeoff was done with an abnormally
long ground roll, and climb performance was marginal
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