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I thought uncontrolled meant uncontrolled, but I was
wrong. Just because an airport is uncontrolled, if it is
NOTAMed closed, even without an “X” on the runway, you
cannot take off or land. The airport manager called my
manager, and I lost my job. I just hope I don’t lose my
pilot certificate over this.
The painful lesson learned by our reporter: a pilot does not
have the authority to re-open a closed airport.
Life’s a Beach
Let It Snow, Let It Snow…
A familiar autumnal locale—the campus football
field—was at the heart of an ASRS reporter's
troubles.
n  [During a photography flight], the chief
architect requested that we circle a nearby campus
and take photos of a new building and football
field he had built there recently. I deviated north
and circled the campus. Not having planned for
this deviation, I did not check the exact distance
from XYZ airport, but judged it to be more than 5
miles. The campus is actually 4 miles from XYZ
airport according to the sectional chart. When we
were finished, I resumed my course toward ABC.
ABC Approach told me that XYZ Tower wanted to
talk to me…as I had entered XYZ airspace without
prior permission. ABC Ground gave me a second
message to call them on the telephone.
At the time, I didn’t want to distract my attention
long enough to look up XYZ frequency. In
hindsight, I should obviously have called XYZ
Tower.
Good operating practice would suggest consulting
a sectional chart for the area and, as the reporter
notes, letting the Tower know that the aircraft’s
location is close to Class D airspace.
People in the aviation business may confront additional
sources of the usual holiday stresses—some external,
some self-imposed. Our first report provides a sample of
the external frustrations encountered by Center
controllers when faced with a blitz of holiday traffic, and
how well the workload can be handled when the team
works together:
n  The airports were very busy with departures and
arrivals. Weather was VFR in most of the sector…with
frequency congestion at all times. The computer system
had been changed so that flight plans would drop from
the computer at 2 hours instead of the normal 3 hours
because of the influx of traffic over the holidays.
Equipment problems were abundant. Experimental
equipment had been placed in the facility for
communication help, but had not yet been certified for use.
Also, the sector radar had been incorrectly certified and
therefore was shut off, making the [nearby area] an area
of non-radar coverage below 15,000 feet. For unknown
reasons, [local] departure messages were not being
forwarded to the Center computer system.
It was extremely confusing because we Center controllers
did not know when the local departures were coming to
us. During all this chaos and many IFR operations, the
other two controllers did a remarkable job of keeping up
with all the traffic flow and effectively providing service to
all aircraft.
A general aviation pilot, on the last leg of a two-day crosscountry
trip, succumbed to some self-imposed holiday
pressure. The reporter admitted to being “mentally and
physically fatigued, and with a severe case of ‘gethomeitis’
due to the holiday.” When the weather did not
cooperate with the pilot’s holiday plans, all the pre-flight
planning—and the fuel reserves—went down the drain.
n  My weather briefing had forecast quartering tailwinds,
which unfortunately were not the case. The winds had
shifted to a direct headwind, blowing strong. The fuel
tanks were reading a quarter-full. According to the flight
time and the fuel gauges, I believed I had plenty of fuel to
reach my destination. I was about 10-12 miles from
home, and 2 miles past Airport A. As I experienced more
turbulence, I noticed my fuel gauges were reading lower
than moments before, and my engine began to run rough.
I turned toward Airport A, then suddenly my engine
stopped. The restart attempt was a failure, so I called
Airport A and declared an emergency. A normal
approach to landing was performed, coasting to the side of
the runway to wait to be assisted off by a tug.
Get-Homeitis
Holiday Hurry-Up
To prevent this type of situation,
always allow more time, be prepared to make an extra
fuel stop, keep a current weather update, and never allow
“get-homeitis” to push you and your airplane into a
situation you may regret.
ASRS receives many reports on this subject, but gethomeitis
　
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