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photographer had been getting some “great shots” and didn’t
Say ’Bye Before Hi
want to break it off. Despite our attempt to fly the mission
with military-like planning and coordination, we screwed
up! With hindsight we should have taken more time and
started up higher, rehearsed [route and altitude], and then
dropped down [to a legal altitude] for the final photos.
Alone in the Dark
In the spirit of the witching season, we offer a recent
ASRS report that describes the light that wasn’t
there.

Flight was a cross-country to position a homebuilt
single-seat aircraft for a race. Aircraft was not ever
intended to be flown at night (flashlight is therefore not
included as cockpit equipment). Flight was delayed for
several reasons and landing would not be before dark.
I continued anyway knowing weather was excellent and
that I had a full moon. As it got darker, I discovered
that cockpit lighting was inoperative. I told Center that
I had a problem and would not be able to change
frequencies. I suggested that we start using 121.5 – I
was told to stand by. After approximately 10 minutes
Center gave me a frequency change to a different
sector… At this point I declared an emergency. It was
now dark enough that I could not see heading, altitude,
airspeed, or power instruments. I also could not read
my kneeboard. Center and Approach gave [left-right]
vectors to destination. They also advised of altitude
during the descent using Mode C. Tower gave altitude
calls on base to final turn until VASI lights were in
sight. Landing was uneventful.
I will in the future carry some kind of emergency
lighting that can be used in an aircraft without having
to be held. Aircraft requires that pilot not let go of
stick and also must wear an oxygen mask. Therefore a
handheld flashlight is not appropriate.
Kudos to our reporter for keeping his head, and to
ATC for their invisible but benevolent guidance.
Moral: the goblins will get ’cha
if you don’t watch out!
A First Officer describes the last leg of a LONG day:

…It was a trip to the Northeast, weather to near
minimums on 3 of the 5 legs, snow falling heavily on
frequent occasions and each leg a maximum of 200
miles…[with] NO autopilot. The tension was high all
day...
As we taxi out, I ask for appropriate checklists. At this
point...we are exhausted flying...in weather that is
miserable, with snow and minimum visibility, and the
high pace of Center working [us], on a day that has had no
end. We call our position on the field, announce runway
taxiing to, position runway, departing to SW, altitude…the
usual callouts. Out of 6,000 feet we call Center… Center
says, “HI and Tower would like to say goodbye” – in
person. Captain is 2 inches tall and I am writing NASA.
They were very understanding only because nobody in
their right mind was in the air that day and there were no
close calls. In the flurry of cockpit duties, I was so far
ahead that I switched out Tower frequencies with [previous
airport’s] frequencies …
Exhaustion is no excuse, only a reason to slow down and
regroup. The alternative is not pleasant and far too quiet
for us all.
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
Number 245 November 1999
ASRS Recently Issued Alerts On…
Cessna 402B crew door dislodgement in flight
AWOS/ASOS information reliability in Alaska
Multiple reports of passenger smoking violations
B767-300 electrical failure during single-engine taxi
Carbon brake problems in Airbus-319 main landing gear
September 1999 Report Intake
Air Carrier / Air Taxi Pilots 1893
General Aviation Pilots 720
Controllers 63
Cabin/Mechanics/Military/Other 130
TOTAL 2806
Aircraft and Ramp Security Issues
The approaching holiday season will bring hoards of
passengers to airports, and a blizzard of flights to domestic
and foreign destinations. Air crews will want to heed the
experiences with aircraft and ramp security offered by
several ASRS reporters. Our first reporter, an air carrier
Captain, describes what happened at a foreign location
when the passenger and bag count didn’t match:

After completion of the preflight checklist and cabin door
closure, the relief crew Captain, who had been at the
boarding door greeting passengers, returned to the flight
　
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