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The instructor should also have ensured that the student
start the long flight earlier in the day.
Students aren’t the only ones facing challenges the first time
out. A newly-rated instrument pilot met unexpected poor
weather while testing the ink on that new “ticket.”
n  It was my first IMC flight since receiving my instrument
rating. Conditions at departure and arrival airports were
VMC. Enroute, I tuned in to my destination ATIS and was
shocked to hear “300 overcast and one mile in fog.” My
personal minimums were written down in advance and an
attempt of this low IMC was out of the question—particularly
since a missed approach would require holding over the ocean
in a single-engine aircraft.
I informed ATC that I wanted to go to the alternate (800 feet
broken and two miles). Approach gave us vectors for the VOR
approach. I intercepted the approach and started the
descent....We broke out of the clouds to find 800 feet broken
around the airport, and landed safely. It wasn’t until later
that I realized I had descended to MDA [Minimum Descent
Altitude] before the final approach fix.
The reporter admits, “I made a major mistake” with the
altitude bust. Still, some kudos are in order: the reporter
stuck with the pre-determined personal minimums and
made the decision to divert early, rather than getting into a
potentially inextricable situation at the original
destination.
Nor are air carrier pilots immune from hazards associated
with “first” flights, as this Check Pilot/Captain reports:
n  I was giving IOE [Initial Operating Experience] to a new
Captain-upgrade. There was also a Check Engineer giving
IOE training to a new Engineer. ATC gave us a clearance to
cross 30 miles [from the VOR] at 13,000 feet. We were about
65 miles out at the time. We were very busy trying to brief
the approach. We started down, but realized it would be
close. We crossed the 30-mile fix [at about 13,800 feet].
Contributing factors were workload—with two
students...brief and preparation for the approach take
longer—and weather: it was night and we were in icing
conditions and moderate turbulence for most of the flight.
These factors add to mental stress. In the future, an ATC
clearance must take precedence over briefings. In other
words, “fly the airplane first.”
Some companies have a policy that prohibits the training of
two crew members at the same time. The distractions of
providing training can create an excessive workload on
instructor crew members. This, in turn, may compromise
the safety of the flight.
Double Trouble
The pilot of a homebuilt airplane discovered during a taxi
test that “crow-hopping” at high speeds can be hazardous to
aircraft health:
n  High speed taxi testing and “crow hopping” of recently
completed kitplane...Was able to maintain good directional
control at speeds of 65 mph. Attempted to lift nose off ground
to determine elevator sensitivity...Plane ballooned up. While
trying to stabilize attitude and maintain airspeed, plane
settled to ground and bounced. Upon resettle, plane went to
left and ran off side of runway, striking a runway light...[and]
breaking prop and damaging runway light. Able to recover
control and stop plane without further incident.
The reporter attributed the incident to a narrow, crowned
runway that amplified cross-winds, and to unfamiliarity with
the kitplane’s sensitive handling characteristics.
Maiden Flight
ASRS Recently Issued Alerts On...
Jamming of aileron controls on a BE-02
Excessive rubber build-up on an Illinois airport runway
False fire warning indications attributed to anti-icing fluid
An uncharted tower obstruction near a New York airport
Airframe structural damage induced by evasive maneuvers
February 1997 Report Intake
Air Carrier Pilots 1681
General Aviation Pilots 677
Controllers 55
Cabin/Mechanics/Military/Other 29
TOTAL 2442
http://olias.arc.nasa.gov/asrs
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
obtaining ATIS or talking with company. If an ATC
communication is heard, other frequencies can be
disregarded momentarily. When the necessary ATC and
navigation tasks have been accomplished and confirmed
by both pilots, the non-flying pilot can return to the non-
ATC frequency to continue the announcement or report.
Although the ATIS and company reports are on the list of
　
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