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“tight turn to 040o,” which I mistakenly assumed to be a left
turn. Starting the turn, ATC commented, “need a nice tight
turn…” which the Captain responded to affirmatively. Then
ATC came back, “just wanted to confirm a right turn.” We
complied immediately.
Looking back, I should have requested clarification on
Taxi Where?
direction of turn. ATC never issues a “tight turn,” always a
direction of turn–“right turn” is what he must have said.
In this situation, I knew there was a parallel departure off
Runway 22R, and at the time the 040o turn heading was
issued, left was the closest direction. Also, I was too eager to
comply instantly in a very busy environment with rapidly
issued clearances. Next time I will...verify any ATC clearance
that seems vague or non-standard, especially one as critical
as direction of turn that close to the airport.
A “mea culpa” from a General Aviation pilot who misheard
an initial taxi instruction, and didn’t question the logic of
the clearance:
n Inadvertent runway incursion due to misheard Tower
clearance. “Taxi to” heard as “taxi onto.” No other traffic
in vicinity at time. No other aircraft involved. Error
identified by Tower radio call. Apology offered!
Unusual Attitudes – and Outcomes
Several highly experienced General Aviation pilots share
new lessons learned about pre-flight as the result of
aerobatic maneuvers. We hear first from a pilot who went
out to practice aerobatics right after an annual inspection:
n Lost about two quarts of engine oil during negative “G”
maneuver. Oil covered the canopy, limiting visibility.
Declared an emergency with Tower, but landed at Army
airfield , as it was closer. Discovered oil dipstick loose, but
not out of filler tube.
I had just completed annual. When I buttoned up the cowl, I
saw the dipstick in place, and it appeared fully seated,
however I did not check to verify its security.
Another experienced pilot indulged in uncoordinated spirals
in a light plane that was not approved or stressed for such
maneuvers. Result: an off-airport emergency landing.
n After dropping skydivers at 1,500 feet AGL a steep
uncoordinated spiral was entered to rapidly lose altitude. At
approximately 1,000 feet AGL, the spiral was discontinued
and a forward slip applied as a 45o entry to a left
downwind… About 1/3 mile from the runway at
approximately 400 feet AGL the engine quit making power,
[and] an immediate turn to the runway was made and a
glide established. It became obvious that some trees off the
end of the runway would not be cleared and an alternate
landing site was selected. The alternate site required a right
120o turn. After making the right turn, just before
touchdown, the engine began making power. A
precautionary landing was made off-airport. Fuel quantity
was checked and approximately 8 gallons remained in the
right tank. The left tank was less than 1 gallon. The
unusable fuel for this aircraft is listed as 5 gallons. Fuel was
added and the aircraft flown to the airport.
I suspect fuel was unported by prolonged uncoordinated
flight and low fuel levels. I recommend no prolonged
uncoordinated flight below 1,500 feet AGL…
The low fuel state that contributed to this incident could
have been avoided by a manual or visual fuel check prior to
taking up each group of skydivers. The reporter also placed
himself in jeopardy by performing aerobatic maneuvers that
were not approved for this aircraft at any altitude.
A Plea for PIREPs
ASRS has received an important reminder from an air
traffic controller to pilots everywhere: Pilot Reports
(PIREPs) are sometimes the only way that ATC can
know about adverse flight-related events that can
affect all aircraft:
n On taxi-out, [commuter aircraft] indicated he was
involved in a bird strike… ATC was not notified of the
bird strike in a timely fashion. It is understood that the
flight crew [was] busy at the time of the occurrence.
However, due to the time of day (night, after sunset)
and distance from field (4 miles) it [was] impossible for
ATC to know of the occurrence without a PIREP. With
the PIREP we could have warned subsequent inbounds
of birds in the area, allowing us to provide better service
to the aircraft landing here. Please, help us to help you
make your job easier.
salesman’s statement, “I fly with 5 people
and full fuel…and it is fine,” I proceeded… When I had
the plane at approximately 400 feet AGL I ran out of
　
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