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from the ground cover. No incident arose. However, this
prompted me to consult my sectional and terminal area
charts, and the location was verified as a National Wildlife
Refuge. Always performing low altitude maneuvers [in this
area] caused complacency in verifying compliance with
airspace [regulations].
Flying daily in the Class B veil has taught me about airspace
dimensions and locations, and ATC compliance and
communication. Emphasis on these aspects caused me to
overlook the airspace not specifically regulated by ATC or
FAA regulations.
Instructors are faced with a multitude of cockpit tasks,
including setting a good example for the student. After this
incident, the instructor reviewed his error with the student,
and discussed the importance of interpreting chart
symbology.
Fouled Again
An instructor, highly experienced but low-time in type,
found that being misinformed about one mechanical system
led to several unpleasant surprises.
■ Training flight [at 2,000 feet MSL]. Slow flight. Dirty,
then partial stall. The left engine quit when throttles
retarded. Hydraulic pump is on that engine only. Therefore,
flaps blew up but gear was stuck down. Barely made it back
to airport on one engine. Five [attempted] restarts were un“
suck”-cessful. Plugs were later found fouled...
This instructor also displayed questionable judgment in
practicing stalls at 2,000 feet. A higher altitude is usually
recommended and would have provided a safety buffer for
stall training and practice of emergency procedures.
ASRS Recently Issued Alerts On...
Reported procedural problems with an ILS approach
Allegedly defective cockpit seat latches on the B-737-500
Illegal Extended Range (ETOPS) routing of a jet by ATC
Multiple electrical system malfunctions on a DC-10-10
Runaway rudder trim during takeoff of an Airbus 300-600R
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
May 1995 Report Intake
Air Carrier Pilots 1994
General Aviation Pilots 819
Controllers 90
Cabin/Mechanics/Military/Other 44
TOTAL 2947
FAA Wake Turbulence Study–
Keep Those Reports Coming!
Earlier this year, ASRS and other aviation industry
organizations jointly publicized a special FAA-funded study
on wake turbulence. The study, which is being conducted by
ASRS analyst and research staff, uses detailed telephone
surveys to gather information on wake turbulence
encounters reported to the ASRS. The FAA’s purpose in
supporting the study is to reduce the frequency and danger
of wake turbulence events.
In response to announcements in CALLBACK and other
industry publications, the ASRS has already received more
than 58 reports of wake turbulence encounters. To date,
forty-seven telephone interviews (structured callbacks) have
been completed with reporting pilots.
Reports Needed Through 1995. In spite of this strong
response, ASRS is seeking additional wake turbulence
reports from the pilot community through the end of 1995.
Both air carrier and general aviation pilots are encouraged
to continue reporting their wake turbulence encounters to
ASRS. Here are some additional facts about the ASRS wake
turbulence study:
■ ASRS is seeking pilot reports of recent wake
turbulence encounters–those that have occurred
within the last six months.
■ Reporter participation is voluntary, and all personally
identifying information (names, company affiliations,
etc.) will be removed before the data are given to the
FAA. Only aircraft make/model information will be
retained in the ASRS data.
■ ASRS will contact you for an interview appointment in
one of two ways: by a telephone call to the phone
number given on your reporting form ID strip, or by
letter to the address on your ID strip (if you give no
phone number).
■ The interview itself will take approximately 45
minutes. If there are any questions you prefer not to
answer for any reason, the interviewer will go on to
the next question.
■ You will receive your report ID strip back–with no
record of your identity retained by ASRS–as soon as
the interview is complete.
The collection of wake turbulence incident data by the ASRS
is the first phase of an extended FAA effort to track and
monitor wake turbulence incidents. Your report counts, so
don’t forget to tell your story to ASRS! Reporting forms are
available on request from NASA’s Aviation Safety Reporting
　
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