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[designated airport] after border crossing” rule only applies
to the Southern border, not the Canadian border. I had
never seen anything about a distinction between the
Mexican/Caribbean and Canadian borders.
I got myself in a potentially dangerous situation because I
believed that I was obliged to deal with Customs at [New
York airport]. In fact, I could have gone to Pennsylvania
[airport], where it was VFR. This obviously isn’t in the
“narrowly averted disaster” category...but it’s something folks
should know about that’s not easily obtainable info.
Pilots who file their flight plans from Canada may proceed
to the first U.S. airport of intended landing–as long as the
airport has Customs services, and the required Customs
notifications are made. However, pilots arriving from south
of the Mexican border or the Pacific, Gulf of Mexico, or
Atlantic coastlines must adhere to special reporting
requirements, which specify Customs notification at the
Last year about this time, we reported an incident involving
mud daubers, wasplike insects with a penchant for building
nests in generally inaccessible places in aircraft. A recent
report to ASRS provides an even more dramatic muddauber
horror story.
n We were being vectored, approximately 10 miles from the
airport, when we heard a loud bang and the aircraft jolted.
We looked for the cause and saw that the top of the right
wing was caved in and badly distorted. I realized that
aileron movement was very restricted or impeded. We
decided to declare an emergency. After landing and
inspecting the aircraft, we found that the bottom of the wing
was also caved in.
Creature Feature
An ASRS analyst’s callback conversation with the reporter
revealed that a mud-dauber nest was found in the fuel tank
vent, too far into the vent to be visible during preflight. This
problem was exacerbated by a recent paint job, which had
left a small amount of paint covering the fuel cap vent. With
no air entering the fuel tank from either vent, the tank
imploded, damaging the wing.
Another reporter ascribed a delay in bringing a local
Automated Surface Observation System (ASOS) online to
the construction genius of an eight-legged architect:
n A spider built a web on a sensor and the ASOS was
reporting snow with the temperature in the 90s. This
problem was supposedly solved with insect repellent paint. It
remains to be seen how long that will be effective...
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
ASRS Recently Issued Alerts On...
Undetected generator failure on a B-747
Failure of a radar control indicator at a Texas TRACON
A hydraulic fluid leak into a B-757 engine pylon
A traffic conflict with hang gliders on a California arrival
A potential stall on approach attributed to a false GPWS
August 1996 Report Intake
Air Carrier Pilots 2178
General Aviation Pilots 831
Controllers 177
Cabin/Mechanics/Military/Other 49
TOTAL 3235
The language-related problems cited by ASRS reporters in
foreign airspace operations include unfamiliar controller
phraseology, a controller’s unclear English or heavy accent,
and readback/hearback issues. A Captain’s report of a near
runway incursion provides a glimpse of the language barrier
sometimes experienced:
n During taxi, Tower issued instructions in a very heavy
[European] accent that sounded like, “Cleared into position
and wait.” The First Officer, employing a phraseology that
is common in the U.S., asked in a very clear and enunciated
fashion, “Did you clear us into position and hold?” The
Tower’s answer was “Yes.” I proceeded beyond the ILS
[critical area] hold line. The Tower shouted, “Stop!” We
spotted an airliner breaking out of the clouds. Although we
never penetrated the area of the runway, the sudden stop, the
proximity to the runway, and the sight and sound of the
landing aircraft scared all of us.
It is clear that we misunderstood each other. In all
probability, he said, “Cleared to the hold line and wait.”
Perhaps if we had asked him, “Do you want us to go on the
runway?” he would have responded with a strong “No!”
The reporter realized after the fact that the crew either
misheard or misinterpreted the Controller’s clearance.
Regardless, the reporter’s suggestion is a good one: seek
clarification by rephrasing the clearance in plain, simple
　
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