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This is a typical readback/hearback error. The language
difficulty and accent of the controller may have contributed
to the problem...
Meanwhile, closer to home, the next reporter also
appreciated the TCAS advisory of an aircraft that he didn’t
see until it was almost too late:
■ I was cleared for the profile descent with the 250 knot
airspeed constraint at intersection removed. I informed
Center that I intended to maintain 300 knots in my descent
until reaching intersection at 17,000 ft. ATC concurred.
When approaching intersection, Center informed me of slowmoving,
southwest-bound traffic at 15,200 feet in a climb at
my 11 o’clock position. Since I could not immediately see the
target, I expanded the range scale on my HSI TCAS
presentation to give me a better picture of the developing
situation. I indicated to Center that I had the target on
TCAS. It was still climbing southwest toward fix... Finally
the TCAS TA warning alerted us just as we started to the
right to avoid a rapidly-developing altitude conflict. As the
TA/RA alert was sounded by our equipment and we
responded with the nose-up conflict resolution, the aircraft
was spotted on our left in our 10:30 o’clock position, at our
altitude, quite close to us. TCAS may have saved us from a
mid-air. TCAS did what it was designed to do.
This Captain also makes an interesting observation about
expectation and the hazards of making assumptions.
I perceived the “slow moving” aircraft to also be slow climbing.
Wrong... He was climbing much faster than I thought. I
had experienced a TCAS arrival the previous day with numerous
small TCAS targets with minimal performance demonstrated.
The experience lulled me into thinking “slow
moving” also meant slow climb performance.
The see-and-avoid concept is one of the first lessons taught in
flight school, and with good reason–it works ! An air carrier crew
member reports:
■ [We were] in the departure phase of flight...when a commuter
flight called traffic to Departure Control...saying it appeared to be
a motorized hang glider. Almost immediately we saw the traffic
at 12-1 o’clock, closing rapidly [at] 10,500-11,000 feet. We took
evasive action immediately...requiring approximately a 25 degree
left bank and an increase in the rate of climb. The red and yellow
hang glider passed less than a 1/4 mile to our right. Without the
extended maneuver, I feel we would have hit the glider. After the
incident we had many questions, such as how did the vehicle get
there, why was he there, etc. We will probably never know.
We also wonder what the hang glider pilot was thinking to be at
that altitude, on a departure route, in close proximity to several
major airports. Meanwhile, kudos to the flight crew for their
quick response in avoiding a mid-air collision. And a last word
from the air carrier’s First Officer to the commuter crew: Thanks
for the visual call out; they are still imperative.
A Funny (?) Thing Happened
On the Way to the Air Show...
Low-level obstructions, such as poles and electrical wires, are
well known hazards to aerial spray operations. But capricious
winds can stir up just as much trouble, as discovered by an “ag”
pilot reporting to ASRS:
■ I started early [and] had 4 loads to do that day to spray 200
acres... In the preceding days, the wind had stated to pick up in
the morning, so I hoped to finish before the wind picked up. My
first 3 loads went well, but on my last load the wind started to
gust pretty good (10-15 knots). At 10 knots we usually stop
spraying, but I only had my ends of the field to cut [in order to]
finish the field.
Later in the day I received a phone call from our Flight
Standards District Office (FSDO) that I had sprayed an FAA car
on the way to a local air show. I knew the FAA official in the car
because I was to perform in this air show. I felt terrible about the
situation. The FAA official and I talked about what happened: I
was cutting an end of the field and as I pulled up over a 25-30 foot
power line and shut my spray off, a gust of wind took the spray
over the highway where it came in contact with the FAA official’s
car. I cut the other ends while he watched me and had no other
problems...
I should have terminated my spraying, but the farmer needed the
application very badly and I had only very little left to go to finish
the field. I have [several thousand] hours experience in aerial
applications...but this reaffirms that you can never be too careful.
Always know local conditions.
　
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