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vigilance shall be maintained by each person operating an
aircraft so as to see and avoid other aircraft.” One reason
for this regulation is that ATC radar coverage has
limitations, and may fail to display (“paint”) some VFR
traffic. These radar limitations may make it impossible
for the controller to issue timely traffic advisories.
An ASRS report from an air carrier flight crew provides a
vivid example of how important the see-and-avoid concept
is, even under instrument flight rules:
n Flight in cruise at 15,000 feet. Center advised
traffic...opposite direction, 14,500 feet, about 5 miles. No
TCAS return until 3 miles. First TCAS return was a
Resolution Advisory (RA), “Climb, Climb now!” We had
See-and-Avoid While IFR
not established visual at this point so I disconnected the
autopilot and immediately began climb to comply with the
RA. At 15,300 feet in the climb, the First Officer (FO)
stated, “There’s two! One above us!” I immediately stopped
climb to avoid second aircraft visually. They were gone as
fast as they appeared–two F-15s, one transponder, at
different altitudes, right on the departure transition and
Victor airway [route]. The FO stated the F-15s appeared to
be in afterburner. In any case, they were so fast we were
lucky to see and avoid the non-transponder aircraft.
Center was advised of the situation and compliance with
RA. They apologized for not giving a vector, but said the
aircraft just “popped up” fast moving and that [Center] was
not talking to them...”
Kudos to the First Officer for see-and-avoid vigilance
during the TCAS evasive maneuver.
Customs North and South
“nearest designated airport” to U.S. border crossing. The
U.S. Customs Service offers a pamphlet with additional
information, U. S. Customs Guide for Private Flyers. It may
be mail-ordered from the U.S. Government Printing Office,
Superintendent of Documents, Mail Stop: SSOP,
Washington, DC, 20402-9328. The GPO Internet site for
ordering documents is: http:/www.access.gpo.gov/.
Our next reporter, en route to the U.S. from Mexico,
encountered stronger headwinds than expected over the
Gulf of Mexico, and was forced to land short of the originally
filed point-of-entry. In this incident, the pilot’s “notification”
to Customs didn’t meet the requirements specified above.
n I informed [U.S.] Center of a fuel emergency...and got a
clearance to land [at an alternate airport]... I hoped that our
emergency declaration sufficed as notice for penetrating the
ADIZ and for the one-hour notice to Customs. My total
attention was taken up with trying to fly the airplane…
Customs did show up at the strip...and thoroughly searched
the plane with the use of narcotics-sniffing dogs.
n Departed Mexico on an IFR flight plan. Upon landing
and parking at U.S. Customs, I was asked if I had called
ahead to let them know I was coming. I replied that I had an
IFR flight plan, with them as my first stop. I was informed
that they had not received it... After a check was made by
Customs, it was found that the IFR flight plan was not
passed to the U.S. side of the border.
Although a pilot may include an “Advise Customs” (ADCUS)
message in the remarks section of the pre-departure flight
plan, this method may not be as timely or reliable as direct
communications by telephone or radio. Since it is ultimately
the pilot’s responsibility to ensure proper notification, it is
advisable that pilots contact Customs directly.
ADCUS Not Fail-Safe
A fly-it-yourself trip across the Canadian or Mexican border
can be a pleasant expedition, if the pilot is knowledgeable
about all the details for clearing U.S. Customs both going
and coming back. Some ASRS reporters share their
Customs confusion—and their misfortunes.
n On a business flight returning from Canada to
[Pennsylvania airport], we had to stop at [New York airport]
to clear U.S. Customs... Approach cleared us for an intercept
to minimize exposure to the ice. Nevertheless, we picked up
about one-quarter inch—enough to obscure the windshield.
After an uneventful landing, we cleared Customs. Prudence
dictated we not attempt to climb back out in the drizzle, so
we rented a car and drove to our destination.
The next day, I drove back to [New York airport], and flew
out, after $168 worth of glycol to get rid of the one-half inch
of ice. [Later], I called Customs to see if this had been truly
necessary... It turns out that the “clear Customs at the first
　
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