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500-600-foot-per-minute descent down through the clouds
with reference to my artificial horizon. So I did as I was
told…and I broke out of the clouds at 13,000 feet. I had a
very bad headache and was disoriented. I was handed over
to Tower [and landed uneventfully].
With 20/20 hindsight, I see that the rising cloud tops were
extremely clear, strong STOP signs. I should have turned
around when I confirmed the overcast layer was ascending.
Taking the conservative route—doing a 180 degree turn—is
usually the better bet when facing IMC. Kudos to the sharp
Center Controller for safely resolving this pilot’s emergency.
Not Good Form
In our next report, the commuter crew were flying in VMC
on an IFR flight plan, but both were distracted from their
flying and monitoring duties by Customs forms that could
have waited until the flight had landed.
n  We were given a descent clearance to 14,000 feet. It was
the First Officer’s leg to fly and I was filling out our crew
declaration Customs form. I noticed that the First Officer
was also filling out the Customs form, so I occasionally
looked up to monitor our flight situation. The autopilot was
descending initially, but had somehow disengaged without
us knowing why. The autopilot warning announcing
disengagement only occurs below 2,500 feet AGL. Because
our descent was shallow and we were filling out our Customs
forms, no one noticed we had descended through our assigned
altitude until we were 500 feet below it. It was a light traffic
day…and no traffic was on TCAS II. Center didn’t mention
the altitude deviation. In the future, I will pay closer
attention to monitoring the autopilot…and I will supervise
my First Officer more closely during autoflight.
The Captain filed this report to document the
uncommanded disengagement of the autopilot. However,
automation —the “Magic”—is never a substitute for flying
the aircraft. The reminder for all is that the crew’s first
priority should always be on flying duties, including
altitude callouts, checklists, and traffic watch. Ground
duties should be saved and performed on the ground.
“Dry Dust and Stray Paper… ” Ezra Pound
Many pilots would prefer to avoid dealing with aircraft
paperwork and logbooks. But, as the following report
describes, a General Aviation pilot’s look into old
paperwork yielded a very serious discrepancy.
n  We were flying on a long cross-country and had to
divert and over-night due to weather. We decided to spend
some time reviewing the aircraft logs, manuals, 337s
[Major Repairs or Alterations], etc. Flying is a technical
hobby for us, so we spend a lot more than most pilots just
talking about aircraft documents and the like. While
looking through some recent maintenance records, we
found an invoice for a fuel bladder replacement showing a
standard range fuel tank. The flight manuals, the
equipment list, and all documents we could find listed
long-range tanks. We had always flight-planned for longrange
tanks based on those documents.
A check on the serial number with the manufacturer
verified it had been built with standard tanks. For at
least 15 years, this plane was flown under the belief that it
had long-range tanks. Somewhere down the line, someone
made the assumption that the plane had long-range tanks,
and wrote it down without looking at a written document
to confirm the fact. [Then] it was spread…through all the
documents associated with the plane.
The longest flight I ever made in this plane was in MVFR/
IMC at night [over mountainous terrain]. We planned 5.25
flight time, plus 2.25 reserve based on long-range tanks.
Flight time was 5.5 hours. We took on 66 gallons of fuel.
Usable fuel is 65 gallons on standard tanks.
I have found this problem of incorrect data before. During
installation of avionics in a plane I owned, someone
subtracted the weight of two radios rather than adding them
into the weight-and-balance. The total difference was 60 lb.
(no major impact in that airplane). The error was made in
1965 and carried through every weight-and-balance up to
1995 when the plane was reweighed. I questioned why [the
new aircraft weight] didn’t match the old weight-andbalance.
Recalculating every weight-and-balance found
the discrepancy.
Dry and dusty as they may be, aircraft records often
contain a wealth of interesting information–and possibly
some discrepancies, too.
An air carrier Captain provides a report about a piece of
　
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