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n  We were making our last fuel stop for the day after
leaving a fly-in. Since our aircraft had no radio, we noted
the wind direction from the wind sock. The only visible
traffic was taxiing out for take-off. We landed after his
departure and were taxiing to the fuel pump, when what I
thought was an overzealous line boy stopped us and
demanded we shut down. I told him all we wanted to do
was get gas and be on our way. He told me that we were
not going anywhere and to get out of the aircraft. He said
the field was closed as an airshow was in progress. At this
point, I saw his FAA identification badge.
He and his partner checked all our paperwork and allowed
us to gas up. The airshow waiver time was over in about
20 minutes…we took off behind 5 other departing aircraft.
Checking NOTAMs for the route of flight and airports of
intended landing would have provided the information the
pilot needed to avoid this encounter.
…And Home Again
n  The First Officer (FO) was the flying pilot as
we executed the ILS approach. At approximately
25 feet prior to decision height, I announced, “I’ve
got the runway.” The FO apparently did not hear
my callout correctly, and misinterpreted it as a
request that he relinquish the controls to me. He
replied, “OK, you’ve got it.” I immediately
responded, “No, no—you’ve got it.” During this
exchange, the aircraft began to drift to the right of
the centerline. It became apparent that there was
still confusion as to who would manipulate the
controls for landing. As such, I took control of the
aircraft and…accomplished a normal landing.
In a post-flight discussion, we agreed that
phraseology was the primary factor which led to
our miscommunication. Non-descript terminology
such as “I’ve got it/You’ve got it” left open the
possibility for misinterpretation as to whether the
speaker was referring to the runway or the
aircraft.
“Who’s Got It?”
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
June 1997 Report Intake
Air Carrier Pilots 1952
General Aviation Pilots 718
Controllers 88
Cabin/Mechanics/Military/Other 66
TOTAL 2824
ASRS Recently Issued Alerts On...
http://olias.arc.nasa.gov/asrs
False FMS alerts following an MD-88 engine failure
G2B pressurization failure due to anti-ice duct malfunction
A320 flight display failure following an Air Data Recorder fault
Number 218 August 1997
SAAB 340B dual engine failure of unknown cause
False GPWS alert attributed to an altimeter error
An air taxi pilot credits ATC with a “save”—and his ADF
needle with a lesson about weather-induced effects:
n  On a deadhead leg, I had received the assigned heading
to intercept the final approach for a straight-in NDB
approach. Upon turning final, the controller told me to
switch to Tower. At that moment the ADF needle quickly
began to fall and I reported my position to the Tower as
being over the final approach fix. The Tower then cleared
me to land and I started my descent to MDA. I had
descended 200 feet when I noticed my ADF needle was now
pointing toward the nose of the airplane. I immediately
leveled off and the Tower advised me to contact Approach.
The Approach Controller advised me I was left of course
and that the minimum altitude was 2,100 feet. He gave
me a heading to re-establish me on final. I climbed from
1,900 feet to 2,100 feet and was switched back to the Tower
Controller. This time I had true station passage and
started my descent to MDA and completed the approach
with no further problems.
Contributing factors: Static (weather-induced)
interference on the ADF needle, and the ILS and DME outof-
service. Many thanks to the effort of the controllers.
Nice to know they keep an eye on those in the sky.
Before the advent of on-board weather radar systems,
pilots flying near an area of thunderstorm activity would
tune their ADFs to a low frequency and watch where the
needle pointed. They avoided areas where the needle
pointed (indicating thunderstorm-induced static).
ATC also kept an eye on an air carrier crew, who almost
followed their ADF needle to the wrong airport.
n  Cleared for the visual approach at XYZ. All navaids
were tuned and idented for XYZ. I observed bright runway
lights with proper orientation. A quick glance at the map
display and needle point on the ADF suggested that it was
　
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