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Science program, is a private pilot, and needs multiengine
time to pursue his professional pilot aspirations, so
I decided to let him get some time in the Cessna 310. We
reviewed the Pilot Handbook, especially the fuel system,
control feel, V-speeds, etc.
My son assumed the left seat and I took the right. We
received our clearance including, “cleared as filed, climb
and maintain 3,000 feet, expect 5,000 feet in 10 minutes.”
My son was the sole manipulator of the controls and was
doing a very good job. I was monitoring his technique,
watching for traffic, and making occasional suggestions.
[Shortly after takeoff], I glanced at the altimeter, which
read 4,500 feet. We were then switched to Departure
Control, where I confessed my error, begged forgiveness,
and was cleared to 7,000 feet.
Contributing factors were amazement at seeing my “little
boy” control a 600-hp aircraft so well, and letting myself
slip slightly out of the control loop. Usually when flying
with my son, we’re in our C-172 (3 minutes to 3,000 feet),
not this [modified] C-310 (55 seconds to 3,000 feet).
Please send more ASRS reporting forms—this isn’t the
first mistake I’ve made and it won’t be the last.
A commuter First Officer also experienced an altitude
overshoot, and made a timely observation about wintertime
density altitudes.
n  A cold, clear, winter day. No passengers or cargo
aboard, so the aircraft climbed like a bandit. ATC gave
us the usual clearance to “maintain at or below 1,500
feet.” After departure, we executed the after-takeoff
checklist. We both glanced at the altimeter at the same
time to find 2,000 feet! We pushed over to quickly
recapture 1,500 feet (no passengers to pop out of their
seats, thank goodness). No comment from ATC.
This is the second time in two weeks that this has
happened to me. [In warm weather], this airplane is
usually a marginal climber compared to others in its
class. We must brief on the super climb performance to
be expected on [cold] days with light payloads.
“We Climb and Know It Not” -James Lawrence
Number 212 February 1997
November 1996 Report Intake
Air Carrier Pilots 1776
General Aviation Pilots 629
Controllers 114
Cabin/Mechanics/Military/Other 47
TOTAL 2566
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://olias.arc.nasa.gov/asrs
FAA Calls for Wake Turbulence Reports
Since the inception of an FAA-funded wake turbulence
study in March 1995, the Aviation Safety Reporting
System (ASRS) has been collecting and analyzing wake
turbulence reports submitted by ASRS reporters. The
study uses telephone interviews to obtain detailed
information about wake turbulence encounters. Its
purpose is to gather information which can be used to
help reduce the frequency and danger of wake turbulence
events.
The collection of this data is part of a larger ongoing FAA
effort to track and monitor wake turbulence incidents. As
a result of the pilot response to previous announcements
in CALLBACK and other industry publications, the
ASRS has been able to conduct 131 telephone interviews
with reporting pilots.
The FAA has asked ASRS to continue the study;
consequently, ASRS is again seeking pilot reports of
recent wake turbulence encounters—those that have
occurred within the last six months. Other details of
the study’s telephone interviews:
n   Participation is entirely voluntary, and, as with all
ASRS report information, all personally identifying
data (names, company affiliations, etc.) will be deleted
before the research results are given to the FAA.
Only aircraft make/model information will be retained
in the ASRS data.
n   Pilots who submit recent wake turbulence reports to
ASRS will be contacted either by a telephone call to
the phone number given on the reporting ID strip, or
by letter to the address listed on the ID strip (if no
phone number is given). Reports from both air carrier
and general aviation pilots are needed for the study.
n   If the reporter agrees to participate in the study, an
ASRS analyst will make an appointment for a fortyfive-
minute telephone interview to discuss the wake
turbulence incident and the factors that led up to it.
n   As soon as the interview is complete, the report ID
strip will be returned, with no record of the reporter’s
identity retained by ASRS.
　
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