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reporting in error, airport in sight. I thought the dark river
valley south of the actual airport was the airport.
Obviously, in retrospect, I hadn’t…recognized that the
beacon was on the wrong side of the freeway for what I was
calling the airport. As I approached the departure end of
19R/approach end of 1L, the controller recognized I was in
the wrong position… Simultaneously I also recognized that
I didn’t have the airport in sight and was actually setting
up to land in some mud. The controller sent me around to
downwind for 19L…
Local landmarks to unfamiliar pilots should be a red flag
to explicitly ask for vectors and be very clear to the
controllers to follow [progress] carefully.
GotOxygen?
There’s the story about the little girl
who misbehaved and was asked by her
shocked mother, “Don’t you have
manners?!” “Yes m’am, I have ‘em,”
she replied, “I just don’t use ‘em.” That
story came to mind when we read this
First Officer’s report to the ASRS:

I was flying a rotation as part of my Initial Operating
Experience (IOE). I was acting as First Officer, Pilot
Flying. FAA Aviation Inspector was riding the jump seat.
Captain left the cockpit to use the lavatory. As soon as the
Captain left his seat I began using supplemental oxygen by
holding the mask to my face. The Captain returned to
his seat two or three minutes later, at which time I
discontinued use of supplemental oxygen. It was at this
time [the inspector] inquired about my use of supplemental
oxygen…
According to the language of the FARs, oxygen masks
should be “properly secured and sealed” – not held to the
face with one hand. If you’ve got masks, use ‘em
(properly).
LowAltitudeFrights
A General Aviation pilot was taking a friend on a daytime
sightseeing tour over a coastal harbor at 900 feet MSL.
The area was well known for its high bird concentrations.
The pilot had avoided hitting several birds early in the
flight, according to his ASRS report, when luck suddenly
ran out:

…A bird bounced off the windshield creating a small
crack. In less than a half-second, 50% of the windshield
caved in and struck me in the face. My passenger was
struck on the forehead and lip.
It felt as if someone had punched me in the face. After
recovering my glasses, it took about five seconds to get
control of the airplane. The altimeter read 900 feet, but I
could see we were less than 200 feet AGL. For this reason I
believed the onrush of air had caused a malfunction of the
static system. This was further confirmed by the fact that
my airspeed indicator was barely in the green arc, despite
indications to the contrary, such as a GPS ground speed of
122 knots and a tachometer reading of 2300 RPM.
As a result of the airspeed indicator being unreliable, I felt
a long runway was needed. I called Approach to get vectors
to land at [airport ABC]… Approach suggested [airport
XYZ], which was three minutes closer… I preferred a vector
to ABC because I was more familiar with the obstacle
clearances and runways at ABC. Holding a map and even
changing radio frequencies was very difficult with all the
wind in the cockpit. I was having difficulty keeping a
steady altitude and heading, since my free hand was used
to hold onto a piece of the windshield and loose maps were
flying around the cockpit.
I had to enlist the help of my passenger, when the other 50%
of the windshield was on the verge of giving way. She held
onto the jagged piece for the duration of the flight. She was
very calm and helpful. I had briefed her about her “duties
in the cockpit” and what to do in case of an emergency.
The tips about CRM from CALLBACK over the years had
paid off in spades…
I would like to say that greater vigilance would have
helped, but I’m not sure that’s true, since I am very
paranoid while flying over the harbor. I have always felt
that any low altitude flight has a high level of risk in any
aircraft. I am no longer taking passengers around the
harbor for sightseeing.
This pilot demonstrated skill, perseverance, and solid
resource management techniques in getting the aircraft
under control and landing safely. We were most gratified
to hear that lessons learned from CALLBACK gave an
assist. Chapter 7, Section 4 of the Aeronautical
Information Manual (AIM) is also recommended reading
for information on bird strike hazards and risk reduction
　
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