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terrain can be unforgettably harrowing if sufficient
planning has not taken place, and the hazards of
mountain flying are not understood. The Aeronautical
Information Manual (Ch. 7, Sec. 5, Para. 7-5-5) is an
excellent starting point for this background. Additional
education on mountain flying is available through the
FAA Pilot Proficiency Awards (WINGS) Program, and
videotapes on mountain flying from local FAA Flight
Standard District Office lending libraries.
“Unable to Comply”
Even when aircraft are equipped with the latest terrain
avoidance technology, pilots’ exercise of good judgment is
vital to how effective the equipment is. The Captain of a
B737 described for ASRS how a night approach to an
airport in the South Pacific challenged both flight crew
and ATC situational awareness.
Flight [was] a B737-800. First Officer (Flying Captain)
obtained ATIS, which stated in remarks, “ATC training in
effect.” ATC cleared us from 10,000 feet to 2,500 feet on a
heading to intercept the localizer for Runway 24, ILS/DME
Runway 24 approach. We leveled off at 2,500 feet, which is
also the altitude the Captain read back to ATC, to which
ATC replied “Affirmative.” We were not given clearance to
intercept the localizer and crossed localizer at
approximately 20 DME, approximate heading 270 degrees.
After crossing the localizer, ATC gave instructions to turn
right heading 080 degrees. This heading would have us
heading toward rising terrain (mountainous) of 7,500 feet
tops approximately 2 miles [away]. We did not turn and
asked if it would be a tight turn-around to intercept the
localizer. ATC replied again, “Right turn 080 degrees.” We
replied “unable to comply due to rising terrain to our right
and in front of us.”
We started to initiate a left turn to clear the terrain (we did
not receive any terrain warning, but were indicating yellow
for rising terrain). ATC asked if we were level at 3,500 feet.
We replied level at 2,500 feet assigned. ATC seemed
confused at the altitude and asked if we had the airport in
sight. In the left turn we obtained visual [sighting] of
airport and were cleared for a visual [approach] to Runway
24. There was no further occurrence.
This flight crew showed excellent judgment and commendable
resolve in first questioning, then refusing to
accept, the doubtful vector from ATC toward rising
terrain.
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…
EMB-145 pitch trim failure
Airway similar-sounding fixes
B767 wake turbulence separation incident
Runway incursion at a major Southern airport
Lack of tower obstruction markings on an approach chart
May 2002 Report Intake
Air Carrier / Air Taxi Pilots 2112
General Aviation Pilots 811
Controllers 66
Cabin/Mechanics/Military/Other 135
TOTAL 3124
Number 275 July 2002
“Get-there-itis”
Self-imposed goals and peer pressure can lead to a troublesome
twist on the “get-home-itis” dilemma. After a long
winter, the desire to get AWAY to a vacation destination or a
fly-in event can offer as many pitfalls for the unprepared
as the well-documented urge to “get home.”
Time to Hit the Road
A well-written ASRS report
details how a Cessna pilot on a
first long cross-country
experienced an unexpected
delay in departing. “Getting
there” became an issue, and
one of the links in a fateful
chain of events.
…I calculated that I would
reach [my destination] with about two and one half hours of
fuel remaining. This plan changed…when my engine had
its first hiccup. I was speaking to Approach at that time
and immediately asked for vectors to the nearest airport.
About a mile and a half from the airport, the propeller
stopped. I was only a mile [away] and heading straight for
the runway when I realized that I was losing altitude too
fast to clear the trees that surrounded the airport. Passing
through 1000 feet MSL, I determined that the road to the
right of the airport was the best option available to me.
Fortunately, neither I nor the airplane was hurt. I began
inspecting the airplane to find out what went wrong, and
soon discovered the problem – the tanks were empty. My
forced landing on [a] highway…was not the result of some
mechanical failure that was beyond my control, but rather
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