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but saw a Cessna instead and had to dive to avoid a
collision. No targets were observed between the two air
carriers on radar at the time I issued the traffic. Upon
replay of the radar data, a diamond symbol, used for
primary targets on the ARTS (Automated Radar
Terminal System) display, was observed to be first
displayed five miles south of the NMAC point. No slash
representing a primary target skin paint return or a
transponder return was displayed. There was no history
of this target being displayed prior to this point.... The
most important factor preventing me from viewing the
Cessna target was the fact that the diamond symbol was
concurrent with the data blocks and targets of two other
aircraft circling in the area....
At no time did the target display a transponder code.
A better radar return on the Cessna certainly would
have helped, but the heavy concentration of traffic and
several other aircraft in the immediate area cluttered
the radar presentation so much that just seeing all the
data blocks, let alone stray traffic, became difficult.
Even more important, as a controller and pilot, I feel
that flying the route and altitude the Cessna took over a
major air traffic area was not consistent with good
planning and procedures unless the pilot had used
Flight Following from ATC.
I know that many pilots think ATC can see them, but if
their transponder is not working properly, we won’t see
them and they won’t know it. Perhaps this could be
addressed at the FAA’s pilot briefings or in biennial
flight reviews.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 297 June 2004
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/
ASRS Recently Issued Alerts On… May 2004 Report Intake
Air Carrier / Air Taxi Pilots 2194
General Aviation Pilots 757
Controllers 37
Cabin/Mechanics/Military/Other 94
TOTAL 3082
Situation #4: Between the Clouds and the Trees
With only trees below and no radio or navigation systems,
this PA32 pilot’s prospects looked bleak.
■ [I was] proceeding IFR from FL to AR. After passing
[County] VOR, I lost all electrical power. All instruments
(navigational, radio, etc.) were inoperative. Proceeding at
8,000 feet, the alternator was not charging and the battery
was discharging. I descended in order to attempt to land
VFR as soon as possible. I tried broadcasting once on
121.5 in the blind and squawked 7700. I found a hole and
descended through the overcast that was about 2,000-3,000
feet thick. I leveled off below the overcast which was now
solid at 1000 feet. I was over a forest...
What would you have done?
Situation #5: When the Traffic Gets Out of Line
A busy approach controller, faced with a flight crew
deviating from their assigned heading, had to make some
quick decisions to sort out the traffic.
■ I was working an extremely busy arrival period
vectoring to Runway 27R with a final approximately 25
miles long. Aircraft X was on an ILS approach. At seven
miles, Aircraft X received a TCAS climb for unknown VFR
traffic. I... gave Aircraft X... a right turn to 030 degrees for
re-sequencing. Shortly thereafter, I turned him right to a
heading of 080 degrees and worked on making a hole for
him on final.... Aircraft X was about 10 miles northeast of
[the airport].... There was a commuter on an eight mile
final talking to the tower, and an A320 (Aircraft Y), on a
13 mile final (on my frequency and cleared for an ILS
approach.). I had made a hole for Aircraft X behind
Aircraft Y.... As I went to issue the traffic and sequence to
Aircraft X, I saw that they had turned base leg.... To verify,
I asked Aircraft X if they had, in fact, turned base.
Realizing their error, they said they were turning back to a
080 degree heading...
As the controller, what would you have done?
What Would You Have Done
In light of the amount of positive feedback
generated by Callback #285, the same “interactive”
format is utilized in this issue. Readers are once
again encouraged to consider an appropriate
course of action for a given situation. The actions
that were actually taken by the reporters of these
incidents are found on the reverse of this Callback
issue.
Bear in mind that the reported action may or may
not represent the best response to the situation.
Our intent is to stimulate thinking, discussion, and
training related to the type of incidents that were
　
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