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device was my concern with his being able to hear and
follow instructions from the FAs in the event of an
emergency. Also, since we had no further instance of
disengagement, and retained the option of securing the
device since we knew what the culprit was, I was very
comfortable with this course of action.
In another incident, a First Officer reports that the
suspected source of interference with his jet’s navigation
system involved a passenger’s “guessing game.”
n  Aircraft equipped with IRS and FMC. Once airborne, I
confirmed IRS/FMC nav functions were working
normally by using the fix page and raw data. [During]
the climb, both the Captain and myself noted the FMC
was not auto-updating itself. About this time we received
a “verify position” message from the FMC. The left and
right IRS claimed the actual position was 3.8 and 3.4
miles, respectively, 90 degrees to our left. We were going to
complete a position shift exercise, when we noted we had
auto-updating functions back and the FMC was correcting
itself. Later in the flight, a Flight Attendant called and
asked our ground speed. I told her it was 389 knots. She
stated she had lost a bet because a passenger had guessed
388 knots. I asked her to ask the passenger if he had a
GPS. The passenger said yes. I asked her to tell the
passenger to turn it off and keep it turned off. The flight
continued uneventfully. At deplaning, I found out that the
passenger was employed by another airline.
The Captain adds that an extensive check of the autoflight
system was performed later to confirm that there was no
mechanical anomaly.
GPS-timate
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
February 1999 Report Intake
Air Carrier/Air Taxi Pilots 1864
General Aviation Pilots 592
Controllers 52
Cabin/Mechanics/Military/Other 158
TOTAL 2666
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 238 April 1999
Recurring harmonic vibrations in E145s
Model aircraft activity near a New York airport
SF34 engine failure attributed to a leaking oil seal
Two incidents of false door latch warnings on CARJs
False transponder signals from an on-airport aircraft factory
GPS Goofs
In recent years, handheld Global Positioning System
(GPS) units have become more affordable and more widely
used. Many General Aviation (GA) pilots, in particular,
find handheld GPS units a convenient supplement to
other navigation methods. Mechanical problems with
GPS are infrequent; a more common problem reported to
ASRS is that old bogy—operator error. A GA reporter
illustrates:
n  I descended through a hole in the broken layer thinking
I was 5 statute miles from [the airport] based on my GPS
and DME. It appears I might have been inside the
airport’s Class D airspace. Trying to familiarize oneself
with a new handheld moving map GPS while flying in a
broken cloud layer environment and cross-checking with
VORs and GPS is not a bright thing to do. Next time, it
will be in severe clear and with a second pilot onboard.
Our reporter offers good advice for future GPS
familiarization flights. Another GA pilot relied only on
the GPS to maintain positional awareness, and found the
information deceiving:
n  While watching my progress on the GPS moving map,
at approximately one mile from XYZ intersection, it
appeared I would be clear of the Class B airspace by the
time I reached 3,000 feet. [However] I reached 3,000 feet
prior to clearing Class B, and was informed to remain clear
by ATC. I believe the automatically-sequenced map scale
was a contributing factor, as it was set on a high mileage
scale, which compressed the locations of XYZ intersection,
the Class B airspace, and my position.
Appropriate cross-checking with other navigational aids
might also have prevented this pilot’s unauthorized
penetration of Class B airspace.
Dead Batteries...and Reckoning
In an effort to get back to his home base, our next reporter
passed up a perfectly good VFR airport en route, and then
the problems really started to pile up:
n  Halfway [to my destination], the GPS batteries failed,
ceiling and visibility lowered, I lost radio contact with
Approach because of my low altitude, and was unsure of
my position. I finally found [my destination] by dead
reckoning. I made a poor decision not to land at [an
intermediate point], where I could have plotted a course by
　
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