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The Captain had just a few departures out of here; the
Flight Engineer had never been out of here before. We
thoroughly briefed the departure earlier, then in detail
again as we were taking the runway… The SID also
prescribes a maximum of 220 knots in the turns, which
alters our after-takeoff clean-up…
I made the 1,000-foot callout (“5,000 feet for 6,000 feet”) at
about 5,200 feet and realized that the Captain had not yet
called Departure Control (which was required at 2,000
feet). By the time he made contact, I was leveling at 6,000
feet, and ATC was requesting we check our Mode C. We
were still at an altimeter setting of about 29.58 inches
instead of the required 29.92 at 3,000 feet, so we were
about 300 feet high. I corrected back to FL060.
In spite of thorough briefings—twice—the Captain and I
both missed the frequency change at 2,000 feet and the
altimeter setting at 3,000 feet.
The reporter emphasizes that in the future, he will use
the autopilot, especially when flying with crew members
who are unfamiliar with this complex departure.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
March 1998 Report Intake
Air Carrier Pilots 2081
General Aviation Pilots 797
Controllers 76
Cabin/Mechanics/Military/Other 89
TOTAL 3043
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
Number 227 May 1998
Canadair CL-65 inflight windshield failure
Less than standard separation incident in S. American airspace
SAAB 340B engine inlet fire during icing conditions
Updated ARTS IIA generating erroneous low altitude alerts
MD-90 inflight fuel leak from fuel pump access panel
“…Blow Off the Cobwebs”
Spring cleaning around the house requires clearing cobwebs
out of hidden corners. Apparently the same holds true for
pilots who have been flightless during the winter, or have
been on vacation for a while. An instructor reports on his
cobweb-clearing efforts with a seaplane pilot:
n  I was giving a springtime seaplane checkout to a rated
pilot for currency and to blow off the cobwebs after a long
winter. I picked a long stretch of water to simulate a
heavy or high density takeoff by using less than full power
for takeoff. The trainee showed a lot of cobwebs, and could
not get the seaplane airborne. A boat moving toward us
caught my eye. I looked over the nose and realized we were
approaching a shallow area followed by the shoreline with
tall trees and a few houses. I took the controls and got the
seaplane off the water…barely clear of the trees and houses.
Trainees who “show a lot of cobwebs” bear extra
monitoring, particularly when practicing advanced or
difficult maneuvers.
Even highly-qualified pilots are prone to cobwebs if they
lack recent flight experience, as an air carrier First Officer
learned on a flight with a company Flight Manager.
n  I was flying with a Flight Manager,
that being the equivalent of an Assistant Chief Pilot.
He had only flown 28 hours in the last 6 months. We were
climbing to an assigned altitude of 12,000 feet. Through
11,000 feet, I called 1,000 feet to go, and the altitude alerter
worked normally. At 11,600 feet, we were still climbing at
3,000 feet per minute, so I mentioned that we were
approaching our altitude. At 12,100 feet, I said, “There’s
our altitude.” The Captain immediately pushed the
aircraft over. We returned to 12,000 feet.
I made the erroneous assumption that, despite the lack of
current flight time, his proficiency would be good due to his
position, and that this lack of time would not affect a Flight
Manager as much as a line pilot. Also, I was reluctant to
speak up as much as I should have, [due] to the position
held by this individual…and my respect for him.
The reporter suggests that the Flight Manager’s status
may have inhibited the reporter’s typical use of CRM
skills, thereby inadvertently contributing to this minor
altitude deviation.
Plan to Close that Flight Plan
Some pilots who have been out of the flying game for
awhile may have lost the habit of closing a flight plan.
Two reporters offer stories of unusual circumstances
surrounding flight plans left open. First, a general
aviation pilot relied on the Tower to close a VFR flight
plan, as would be typical for this airport—except when
the Tower is closed.
n  I was flying a club aircraft out of [a military base] and
　
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