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maintaining idle thrust. No other abnormal engine
indications were present. We escaped the area of
extreme turbulence and readily notified ATC. No Flight
Attendants or passengers were on board, as this was a
ferry flight. There was no way to predict or avoid the
stated conditions.
This crew did what they were trained to do – fly
attitude. Many air carriers require that flight crews
maintain established distances from
weather radar echoes according to the
color of the radar return. This policy
lessens the risk of adverse weather
encounters, including hail thrown into
clear air by thunderstorm “overhangs.”
Onboard weather radar equipment itself
may be hazardous, as described in this
Captain’s unusual report to ASRS:

After pushback and engine start, we noticed that our
primary flight displays indicated ‘Wx On,’ and the
radar display indicated ‘Predictive Windshear On.’
This indicated that the predicted windshear system was
active and the weather radar was on, looking for
windshear and irradiating the pushback crew. I pulled
the weather radar circuit breaker and investigated. Our
pilot’s reference manual says the predictive windshear
system is on when both engines are running and the
transponder is on. In this case the transponder was set
to ‘Alt Off.’ This switch position is one click from
‘Standby,’ which is where the switch should have been.
The inbound crew must have left it in ‘Alt Off’ and we
did not notice, despite a thorough preflight check. The
switch is small and has 6 positions, making it easy to
mis-set…
There needs to be a warning in our normal procedures
that says, “Warning, if the transponder is on and both
engines are running, the weather radar is on.” There
needs to be a bulletin issued to insure that every crew
member understands that the transponder switch is
very important and if left in the wrong position, can
hurt people…
Prolonged exposure to weather radar radiation may
cause injury to ground personnel and damage to ground
equipment in close proximity. An aircraft’s radar
receiver may also be damaged as the result of strong
returns from nearby metallic objects such as other
airplanes. The design of the transponder switch and
the crew’s faulty performance of the checklist were also
factors in this incident.
20 WX
20
20
20
TheThreeC’sRevisited
“Climb, Communicate, Confess” – following this advice
has undoubtedly saved the lives of many VFR pilots who
inadvertently flew into clouds or IMC weather beyond
their capability. It is advice taken to heart even by
professional pilots with thousands of flight hours –
including this EMS helicopter pilot whose adventure
began when an emergency call was received at night:

I departed responding to a call. En route, I encountered
nothing unusual except a few patches of lower clouds to the
south and west of the landing zone. After a brief orbit to
make way for a departing aircraft, I landed. I was loaded
in approximately 10 minutes and we departed on a direct
route.
On departure, I observed [that] the weather in the area
appeared clear [and] I was able to see stars and the distant
lights. I initially climbed to 11,000 feet to ensure adequate
terrain clearance and selected a heading which would steer
me well clear of terrain. During the climbout, I found
myself inadvertently positioned between two cloud layers
and gradually losing visual reference. I briefly saw the
stars above me and thought I could get on top by climbing a
little higher. It was at this time I realized I had lost visual
reference and elected to transition to the instruments. I
contacted Center and apprised them of my situation. Center
issued me a squawk code and suggested I climb to 12,500
feet. Shortly after my initial contact with Center, I was able
to clearly establish visual reference with the terrain and
proceeded directly to [destination].
The 3 C’s Forgotten
Our next reporter was intent on building his multi-engine
time. He cut a good deal (or so he thought) with an
entrepreneurial “old-timer” – but ended a cross-country
flight lucky to be in one piece, and a lot wiser.

In an effort to build multi-engine time, I agreed to fly
with an operator who had business all across the country…
I agreed to pay for all fuel plus a high hourly rate. It is
nearly impossible to rent a multi-engine [aircraft] with low
　
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