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and told us that he had cleared us to line up on Runway 8
after the final approach traffic had landed.
A final report illustrates how a conditional clearance can
be implied in the phraseology of a controller.
n  We were cleared by the Tower, “Line up and wait, air
carrier Y on three mile final.” We responded, “Roger, line
up and wait.” We taxied into position and hold, at which
time we noticed the jet on final. Tower then instructed air
carrier Y to go around. Tower told us after the go-around
that he had told us, “Line up and wait, after the air
carrier on a three mile final.”
Unless the specific conditions of a clearance are explicit
and unambiguous, pilots need to query the controller
for clarification or for additional information as soon as
possible following issuance of the clearance.
Ahoy, Maties!
The Captain of a DeHaviland Dash 8 on approach
into an East Coast airport reports a different sort
of “conditional clearance”:
n  We had briefed for the ILS approach. We were
tracking inbound on the localizer and Approach
Control kept us high (above glideslope) before
clearance for the approach. I elected to fly the
approach manually to facilitate intercepting the
glideslope from above. We contacted the Tower at the
Final Approach Fix [FAF]. Not long after the FAF, I
heard the Tower issue a caution to the aircraft ahead
of us that there was a ship in the channel with a
height of 150 feet. The Tower Controller then issued
the same “Caution, ship in channel, 150 feet in height”
to us. At this point we were over halfway between the
FAF and the runway. While concentrating on flying
the approach, in the back of my mind I was trying to
consider the significance of the caution. We continued
the approach and made contact with the approach
lights just above the normal decision altitude [DA]
(218 feet). After landing…we looked over the approach
chart and realized the “conditional DA” [359
feet] for tall vessels may have applied. I did
not know what height constitutes a “tall
vessel.” It is not written anywhere that I could
find. I asked Clearance Delivery and they
did not know, but they checked and told
us it was 85 feet or higher. Oops!
We were clearly remiss in not catching the “conditional”
DA during the briefing, but there were several issues
that “set the trap” for us. First, there was no mention of
ships in the channel until we were well inside the
FAF. Second, the Controller did not use the
terminology “tall vessels,” which gave us an ambiguous
caution message.
The reporter recommends that ATC use the
phraseology, “Tall vessels in approach area,” which is
the wording found on both NOS and commercial
approach plates. This terminology would likely have
triggered recognition among the flight crew that the
higher, “conditional” decision altitude was required.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
March 1999 Report Intake
Air Carrier/Air Taxi Pilots 2100
General Aviation Pilots 660
Controllers 48
Cabin/Mechanics/Military/Other 160
TOTAL 2968
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 239 May 1999
DC generator shaft failure in an SF34
Missing lug nut on Fokker 100 main wheels
Malfunctioning pilot-controlled lighting at a Georgia airport
Glider activity near the final approach of a Tennessee airport
MD11 cockpit smoke and fumes caused by a burned brake coil
Refueling Retrospectives
Fuel exhaustion and fuel mismanagement are common
causes of engine failures and forced landings. A General
Aviation (GA) pilot describes how he and his instructor had
to make a forced landing, even after they obtained what they
thought was the necessary fuel for their final leg home.
n  My helicopter CFII and I preflighted the helicopter
before…a training flight of about 1.5 hours. We “dip-sticked”
the tanks and determined that we had approximately 28 gallons
aboard. We expected to burn about 12.5 gallons per flight hour.
I monitored our fuel state during the flight. The fuel gauge
indicated we had about [5-7 gallons] of fuel for our return flight.
The fuel gauge indicated a drop to almost zero while we were
enroute. We made a precautionary landing at a private airfield
just a few miles from our destination. We persuaded an airfield
　
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