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opened a local VFR flight plan with FSS. The base Tower
normally closes flight plans when the aircraft arrives, but
the Tower was closed. When Tower is closed, I normally
close with FSS via radio while still airborne, but low
visibility distracted my attention. First time in over 35
years of flying that I forgot to close my flight plan!
The good news: the aircraft was airborne again [with the
next renter-pilot] before the FAA would have begun a search.
The new pilot was opening his flight plan with FSS before
FSS would be calling to look for an overdue aircraft.
Several years ago, CALLBACK published letters from a
number of readers who offered memory-joggers for closing
flight plans. Suggestions included wearing your watch on
the wrong wrist, rolling up one pant leg, leaving notes in
your car, attaching a clothes pin to the aircraft ignition
key or even your shirt collar, and, of course, adding a line
item to the aircraft landing or shutdown checklist.
A flight crew on an IFR flight plan normally can rely on the
mere completion of their flight into a Tower-controlled
airport to effectively cancel their IFR plan. In our next
report, from an air carrier Captain, a bit of a twist was at
the heart of the failure to cancel an IFR flight plan:
n  Just outside the outer marker, Center gave us a hand-off
to Tower. We checked in with Tower… and were advised
that the Tower would probably close [for the evening] before
we arrived. We reported the outer marker to the Tower and
they said that they were closing the Tower.
After landing, we were given a report over Tower frequency
that braking action was poor on the taxiways. We taxied in
and parked, never going back to Center to cancel IFR. Another
air carrier’s ground personnel canceled for us with Center.
Having received the braking action report after touchdown,
neither of us thought about canceling the flight plan. Our
mindset was “situation normal” for a Tower airport.
The situation became non-normal the moment the Tower
reported closing. That announcement should have given
the crew a “heads-up” that they were now responsible for
canceling their IFR flight plan.
Operations at Uncontrolled Airports
Non-standard procedures at uncontrolled airports
continue to be a frequent subject of ASRS reports. In our
first report, a general aviation pilot preparing for a
landing met transient traffic in an unexpected place at an
uncontrolled airport.
n  About 5 miles out, I called for an airport advisory, then
a couple of minutes later, I called to announce that we
were 2 miles south of the airport. The airport wasn’t very
busy, with just one plane taking off. I looked for traffic
along the downwind leg that might interfere with our
entrance into the pattern and that might not have a radio
or had failed to make use of the one they did have.
Everything looked clear. I announced that we were midfield
at 1,400 feet entering a downwind for Runway 28.
Just after crossing over the runway, I looked down to
check the windsock…and saw the shadow of another
airplane converging on our shadow with only seconds to
go. I turned my head just in time to watch the wing of a
high-wing aircraft slide under the tail of our plane no
more than 20 feet below us. It was a chilling sight.
It was an enroute aircraft, not landing at our airport. Good
pilots use the radio and fly above the traffic pattern when
traversing an airport’s traffic area. Other pilots may not.
The reporter concludes that the basic “see-and-avoid” rule
is still the best defense against pilots who are not
following good operating procedures.
VIP* Airspace
(*Very Important Prohibited)
Lately, ASRS has received a number of reports
concerning a very small patch of airspace that
carries very big clout—Prohibited Area P-56, over
the White House in Washington, DC. Some arrival
and departure procedures for nearby Washington
National Airport (DCA) may bring pilots very close
to P-56 if they do not follow the routings precisely.
A corporate First Officer reports just such
an experience:
n  The clearance was “Depart North, noise
abatement procedure,” not “Northwest” as usual. The
weather was VMC. I elected to fly the Potomac River
visually as was allowed by the procedure instead of
intercepting the DCA VOR 328 radial outbound.
ATC then directed a turn to 270 degrees. Later, we
were informed by ATC that there may have been an
incursion into [prohibited] airspace by our aircraft.
　
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