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only my landing light to stay on centerline.
Immediately after takeoff, I circled to gain altitude, to avoid nearby
mountains (which I could see) and to stay out of Class D until
cleared. I called ZZZ2 Tower, but got no response, despite repeated
attempts to call. At that time, I squawked 7600. At 4,500 feet I leveled
off and circled for a while. I did not want to return to ZZZ as there
were no runway lights…I decided I should just continue to ZZZ1 as it
was close by, familiar, no mountains around, and the lights would be
on. I proceeded toward ABC, my sole turning point toward ZZZ1. In
the meantime, I got out my handheld communication radio and tried
to connect the various cords to the radio, a mike switch and my head
phones. This was a disaster. In the darkness of the cabin I could not
keep the cords straightened out and still fly the plane.
I…gave up with the handheld. I opted to reconnect to the plane’s
radio. Unfortunately, while doing this, I overshot ABC, significantly.
I realized it when I saw in front of me ZZZ4. Knowing this is a very
busy commercial airport, I knew I was past my mark and had to
get out of there fast! I turned around and headed back to ABC…
This time I switched to the last Approach channel I had used. To my
pleasant surprise, the radio worked…I told the Controller who and
where I was, the situation, and that I was squawking 7600. He was
immediately helpful and asked if I needed to declare an emergency.
I said…no, but I needed to be vectored away from ZZZ4 and back to
ZZZ1. I eventually got back and landed safely with no further radio
faults. There were 3 lessons I learned that night.
• First, find some way to assure I have working radios before
taking off, if at all possible. This was the first time I had landed
at an airport without even an AWOS/ASOS, so I did not think
about having a radio problem while still on the ground.
• Second, I lost situational awareness during my fuss with the
handheld. This was the most dangerous condition of the entire
episode…This turned out to be a ‘no cost’ but valuable lesson.
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/
April 2009 Report Intake
Air Carrier/Air Taxi Pilots 2704
General Aviation Pilots 903
Controllers 72
Cabin/Mechanics/Military/Other 438
TOTAL 4117
ASRS Alerts Issued in April 2009
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 13
Airport facility or procedure 8
ATC Equipment or Procedures 2
Company policies 1
Chart, publication, or nav database 1
TOTAL 25
In the words of a
contemporary author,
“Communication works for
those who work at it.” This
principle is evident in ASRS communications-related
reports when pilots and controllers resolve to learn from
their errors, and employ strategies to prevent future
communications incidents.
This month we take a closer look at three factors in aviation
that can contribute to communications misunderstandings
and result in hazardous events. These are:
• The Anticipation Factor
• The Language Factor
• The Call Sign Factor
The Anticipation Factor
Pilot-controller communication was designed with safety
measures, such as readbacks and timing constraints, to
ensure that communication takes place correctly. At times,
however, the anticipation (expectation) factor can lead
both pilots and controllers to hear what they are expecting
to hear, or to act based on what they expect others to do.
“I Should Have Demanded Progressive Instructions”
A Cessna 172 pilot taking off from a small airport at night
anticipated the taxi route based on a flight into the same
airport earlier that day. The result? A runway incursion on
each of the airport’s three runways.
n Having flown into airport earlier in the day, I planned to
take off into pattern at night to regain my night currency
and then return to my home field. Given the smallness
of airport, I anticipated no problems with taxi out, even
though I had never flown there at night. But, in my mind,
I expected my taxi clearance would take me down the west
side of Runway 2 and then to parallel Runway 13/31 for a
westbound takeoff. On closer examination of the airport plan
later on, I realized that this route did not exist, but it was to
that route that I had oriented myself subconsciously already.
Ground gave me an unexpected clearance of Delta 3 to
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