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shapes of terrain approximately 3 miles right of us and the
Captain started a climb out of 5,200 feet to 5,500 feet. Tower
contacted us…when Approach Control notified them that he
had a low altitude alert on us.
I failed to provide proper back-up by not noticing the new
altitude in the alerter, or noting that it was below MSA. I
also switched the VHF to Tower prior to 11 miles, which
prevented us from hearing Approach Control’s warning,
1 Controller, 3 Emergencies
An instrument-rated General Aviation pilot encountered
unforecast IMC and a lower ceiling than he felt confident
handling under IFR flight. Unfortunately, this
emergency was not the only one being handled by ATC.

After receiving a standard weather briefing with 2
updates, I filed IFR. Conditions were VFR and all Traffic
Advisory Frequencies were calling for VFR. [Reported
conditions] prior to departure were 4,700 feet broken and 5
miles [visibility]. Unfortunately…during climb I
encountered IMC at 900 feet and immediately contacted
the Tower to return to the airport. I then heard another
pilot who departed just before me call in to report severe
icing and spatial disorientation. The controller issued me
a heading to turn to and I turned in the opposite direction,
which took me over the airport. At this time a third plane
declared an emergency due to icing and was inbound. I
was also [encountering] icing, light and clear, as the
controller vectored me out to the north and up to MSA. I
flew [a VOR] approach to an uneventful landing on
Runway 28L.
The weather occurrence was not forecast and lasted only a
short time. My personal minimums are 2,000 feet and 5
miles. My overflight of Runway 28 caused great problems for
the controller and he told me that. All 3 pilots with problems
landed uneventfully. My ILS antennas had 2 inches of ice.
Further, while I saw the mountains on the right, I failed to
verbalize anything to the Captain because I assumed he
was lining up on the runway and we would pass well left of
them. These mountains rise to 4,687 feet and have no light
or beacon on top. At night, with good visibility, it is hard to
judge their position.
Wanted GPWS: Gear Pin Warning System
A maintenance technician reports to ASRS that
creative substitutes for maintenance manual
procedures may cause their own set of problems:

Aircraft X came in for overnight maintenance
(routine). One deferral on the aircraft was a faulty
Ground Proximity Warning System (GPWS). While
troubleshooting the system per the maintenance
manual, one step was to install gear pins. Not having
any in the immediate area I chose to use my 6-1/4
inch drive ratchet extension for the nose gear down
lock pin. After all the troubleshooting and testing…
I returned the GPWS back to airworthy condition and
released the aircraft back to service, failing to remove
the 6-inch extension from the nose gear down lock
assembly. Unfortunately, the aircraft was unable to
retract the nose gear after takeoff, thus returning back
to the airfield… Contributing factors to this event:
poor choice in not following maintenance manual
procedures.
April Showers
As some of our readers may know, April is National
Poetry Month. In recognition of this annual cultural
event, CALLBACK offers the following acrostic poem –
and several recent ASRS reports – on incidents involving
lowering weather and
Resourceful
Aviators
In
Need of
Safer procedures.
“Spring is showery, flowery, bowery…”
The Artful (Weather) Dodger
A GA pilot was repositioning an aircraft with no radios
on a long cross-country flight. He was prepared for
forecast rain showers, but not for worsening visibility.

I was repositioning a single-engine aircraft...
However, the aircraft did not have any navigation or
communication radios. Therefore, it was necessary to fly
a course that avoided several controlled airports and do
this by pilotage… All forecasts, including my destination
[airport], called for VFR conditions during my flight and
for several hours after my estimated time of arrival. The
only weather that posed a problem was an area of rain
showers that covered an area I had to fly through in
order to avoid the controlled airports… As it turned out,
this area of rain showers had ceilings that were 800-
1,000 feet, but the visibility was very good. However, as I
left the rain showers…the visibility started to decrease to
about 6 miles… As I neared my destination (about 20
　
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