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accepted.
Points learned: 1) If marginal VFR is forecast, always
file IFR in unfamiliar territory. 2) Practice IFR in actual
IMC rather than just hood time...3) Loss of situational
awareness requires prompt notification to ATC and a
request for vectors. 4) Emphasis on unusual attitude
recovery in IFR and vertigo recognition/recovery are a
critical part of IFR and VFR recurrent training.
“I Was Focusing Too Much on the
Automation”
A pilot was flying a C-182 that was owned by another
person. The pilot was unfamiliar with the GPS unit and
the autopilot in the aircraft, but nevertheless filed an IFR
flight plan. The forecast weather at destination was for
marginal VFR. Nearing destination, the pilot requested a
GPS approach into the airport:
■ ...I had some problems switching the approach in the
GPS... While I was trying to get everything set up with the
GPS and the autopilot, I lost altitude. The loss in altitude
was due in part to focusing too much on the automation
and also because I got vertigo. I went down to about 2,000
feet MSL before the controller came on and told me that I
was too low and to climb and maintain 3,000 feet. I was
also starting to pick up ice on the leading edge, which
distracted me even further. Once I quit trying to get the
autopilot to bail me out and I was able to get the GPS to
do what I wanted, I was able to find my IAF and fly the
approach...
I learned several valuable lessons from this experience:
1) Know the equipment that you will be using. Nothing is
worse than being in a bad situation and not knowing how
to use the tools available to you to resolve the problem.
2) ...I realize that I need a lot more time spent in actual
conditions with a qualified instructor before I go into hard
IMC alone.
A Monthly Safety Bulletin from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
October 2006 Report Intake
Air Carrier/Air Taxi Pilots 2233
General Aviation Pilots 1147
Controllers 328
Cabin/Mechanics/Military/Other 262
TOTAL 3970
ASRS Alerts Issued in October 2006
Subject of Alert No. of Alerts
Airport facility or procedure 3
ATC operations or equipment 3
Hazards to flight 1
TOTAL 7
The ASRS
I knew instinctively that time was not on my side and every
moment spent maneuvering at 2,000 feet with the fuel I had
was quickly taking away options, and none of them were
very good. This aircraft made it safely on deck due to the
outstanding work of the FAA and the skills of the flight crew.
“We Declared an Emergency for Low Fuel”
A B747-400 flight crew departed the U.S. for an
international destination with a legal fuel load, but
encountered unforecast weather at the destination airport.
The aircraft’s critical fuel state made it necessary to
consider a “last option” for landing.
■
324
ASRS to Study Wake Vortex
Encounters
The ASRS Weather Report – continued
Air carrier flight crews must communicate inflight
diversions to Dispatch, which is responsible for
knowing where an aircraft is at all times. If a
diverting aircraft is also carrying a light fuel
load, Dispatch has fewer options for rerouting
the aircraft to a safe landing site. Here are some
glimpses into the decision making by air crews
when weather becomes a major factor.
“We Elected to Do a Missed Approach”
For this ERJ flight crew, a missed approach was the
beginning of an intense effort to find a landing airport that
was not “socked in” by weather.
■ Enroute rerouting into ZZZ due to weather/local
thunderstorms. ATC rerouted us farther south and west
than expected. I made frequent contact with Dispatch and
advised of new routings and fuel on board. Operations
indicated that ZZZ no longer needed an alternate due to
improved weather conditions, so we elected to proceed with
the approach phase of our flight.
On short final at approximately 1,500 feet, ZZZ ATC Tower
indicated a new windshear alert in all quadrants of the
field and asked us our intentions We elected to do a missed
approach and we were vectored to the west away from the
bad weather. We asked ATC if our original alternate was
available and they indicated ZZZ1 had a strong storm...
moving south at a rapid rate. We asked if ZZZ2 was
available but were told a strong storm was overhead that
airport. After putting in ZZZ3 and ZZZ4 into our FMS,
we determined we had insufficient fuel to safely proceed to
　
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