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alive in the flying game is to profit from the
unhappy experience of others. Here are a few
practical, no-nonsense suggestions from these
same reports that should reduce some of the
hazards.
For All Approaches
❖ Review and brief all applicable visual and
instrument charts before the approach
❖ DO NOT identify traffic in sight, airport in
sight, or runway in sight, unless you are
certain of your identification, and your flight
deck mates concur
❖ Keep your traffic in sight; if you lose your
traffic, tell ATC
❖ Ensure that at least one pilot monitors the
gauges and radios to “aviate, navigate, and
communicate”
❖ Use all available electronic navigation to
back-up the visual
❖ If visual approaches are being conducted but
you don’t want a visual, insist on an ILS or
other instrument approach. Bear in mind,
however, that during your instrument
approach, other aircraft in your proximity
may be conducting a visual approach
❖ Expect visibility to deteriorate and be reduced
if you are descending into a smog/haze
layer, (and possibly the setting or rising sun),
during the turn to base and final. This may
lead you to misidentify the runway to which
you are cleared.
For Parallel Approaches
❖ Be aware that parallel runway approaches
means that there is likely to be other traffic
close at hand. There may be a significant
increase in flight deck workload — unless the
flight crew briefs and prepares themselves to
the maximum extent possible. Safety in
visuals will be enhanced by close coordination
between flight crew members, and by
maintaining a careful traffic watch outside
the aircraft
❖ Beware of overshooting runway alignment
and encroaching into the parallel runway’s
approach path
❖ Beware the dangers of “The Visual
Trap.”
Credits
In putting together the information for this
article, I have borrowed extensively from
Captain William P. Monan’s NASA Contractor
Report (Number 166573) entitled “Cleared for
the Visual Approach — Human Factors in Air
Carrier Operations.” Captain Monan’s report
covers all aspects, pro and con, of visual
approaches and it should be required reading
for all thoughtful pilots who may be concerned
about visual approaches.
8 Summer 1992 ASRS Directline
Sometimes the distinction between comedy
and calamity is a very fine one; sometimes whether you
view something as amusing or sobering depends on your point
of view. Here’s one that provides something to think about.
The Captain of an air carrier flight diverted to an
alternate airport due to weather and encountered confusion
after landing — with some unusual consequences.
by Robert Petersen
The Captain’s Story
“We were directed to [a] hard stand to await a
gate slot and had [the] right engine operating.
[We] required about 20 minutes of wait time
for other aircraft to move before I settled into
my spot on the ramp … I was advised by
Operations that my gate would be vacant in
approximately 5 to 10 minutes. Apparently,
more than just refueling re-dispatch was in
order; but, I was not aware of the plans for
disposition of the aircraft, crew, or passengers
at this point. I elected to keep the right engine
running for the short wait on the ramp. We
were [then] cleared by Ground to taxi. We did
so, and when clear of the other aircraft … I
taxied to [the] gate.
“While taxiing, my eye caught the fuel quantity
gauges as I was concerned about my burn
while on the ground. I was surprised to note
the quantity was almost 10,000 pounds
higher than when I parked. I assumed a
system malfunction and had the First Officer
check A/B systems — both read the same.
Since the aircraft did taxi a bit heavier than
when I [had] parked, I realized that we had
been fueled while I was parked — with 95
passengers on board, no cockpit contact, and
all doors closed. I don’t normally sit glued to
the fuel gauges while parked, and no other
indication of the event was obvious. I was
totally unaware of the event, not having been
advised to expect refueling….
“What is even worse, the truck was connected
and pumping fuel when we taxied. The fueler
managed to emergency release the hose just
[before] … reaching the end of the reel.”
ASRS Directline Summer 1992 9
The One That Got Away
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