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switches.
Two flight instructors relate
and I took off for a night flight in the local
practice area. We were level at 2,000 feet when the engine
quit... My first physical action was to take the controls, pull
out the carb heat, check mixture and fuel, and I told my student
to take up the checklist and go through the restart procedures
while I’m flying the airplane and looking for a field...
At approximately 600 feet, I called out again to my student
to check the prime and ignition, and I checked the carb heat,
mixture, and fuel. No start. I started to shut down the engine.
I pulled the mixture, took the fuel selector towards the
OFF position, and same with the ignition switch. Something
was wrong with that picture. It probably took a few seconds
before I realized that the ignition switch was in the OFF position.
I reached over and twisted it to BOTH, pushed the fuel
back on, and the mixture in. The engine started and I initiated
a climb...
What caused this “emergency?” My student probably must
have hit the ignition switch with his knee, causing it to twist
to the OFF position.. I took for granted that my student
would perform the checklist. Later when I called out for him
to check the prime and ignition switch, which I physically
did not check myself, I could see him reaching out for the
items, but I did not realize that he just touched them, not
actually verifying them to be in the right position. I learned
my lesson. Teach students to visually check all items on the
checklist, not just call them out and touch them without even
bothering to look at what they are doing.
In preparation for simulated emergencies, many students
simply memorize the drill, without associating the checklist
“Mis” Manners
What a Difference a Letter Makes
“What a difference a day makes, twenty-four little hours...”
So goes the old song. This instructor learned that one little
letter–as in assure versus assume–can be important, too.
■ On a routine training flight to practice instrument approaches,
we were given an IFR clearance to ”Maintain
5,000, cleared to the [fix] via 12 mile DME arc and inbound
on 117 degree radial.” We were not cleared for the approach
due to company aircraft conducting an approach at the same
airport. Immediately after we read the clearance back, the
company aircraft reported his missed approach. The student
turned onto the arc and began descending... After he descended
to 4,900 feet, I asked him if we were cleared for the
approach. He replied that we were. At this point I made
several assumptions: 1) We were told to expect approach
clearance after company aircraft completed his approach; I
heard him call missed and assumed we were cleared.
2) Student said we were cleared and I thought I missed the
radio call... At 4,500 feet, Center asked us to verify our altitude—
busted!
Reasons: Instructor’s failure to verify clearance (You know
you’re in trouble when you state items such as “student said”
and “I thought”), and assuming the student was right. I
violated a cardinal credo for instructors here. Corrective
action: Increase communication between instructor, student,
and Controller to assure and not assume critical items are
not misunderstood.
Any radio problem is an inconvenience, even when a handheld
transceiver is on aboard for backup. But when a bad radio
affects the entire frequency, it becomes inconvenient for
everyone. ATC transmissions may come to a standstill, and
other aircraft must return to a previous frequency or try to
contact the next sector’s frequency in an effort to maintain
communication. More from this ASRS report:
■ Shortly after takeoff I noticed that I was not hearing anything
on my radios. I tried the second comm and switched all possible
switches on the radio panel. I also tried to receive ATIS from two
different airports. We did some sightseeing while I tried to sort
things out. After about an hour, we returned to the field. I
remained clear of all restricted airspace, Class B and C space, etc.
Approximately 8 miles out, I called them on my handheld
transceiver and landed without incident. After landing, I was
asked to call the Tower and was told that I had a stuck mike and
was interfering with their communications for 45 minutes after
takeoff. While trying ATIS, I also interfered with that frequency.
Better training on radio communications could have prevented
this... Look for a common denominator—it is very unusual for two
radios to fail while navs continue to function.
　
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