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about the incident. If you are, ASRS will make an appointment
to call you back at a convenient time for the
interview.
some help from Departure Control we managed to get on our
correct heading and subsequently re-synced the HSI’s
against the wet compass.
mal...
We learned later that the gate we had parked at prior to our
departure had produced gross compass swings in the past on
some aircraft.
there, producing as much as 40 degrees of compass swing.
subsequent rapid departure does not give the compass system
time to re-sync to the correct heading and if the crew doesn’t
catch it, a problem after departure can develop.
pany has since issued a NOTAM in our release papers that
warms against compass swing possibility at that particular
gate.
Magnetic Mystery
Experienced pilots know that it's a good idea to check the
accuracy of their directional gyros, HSIs, or Flight Directors
against the wet compass before making a takeoff or landing.
Here’s one reason, as described by a First Officer operating
out of New York's La Guardia airport:
■ Our clearance required a turn to a heading of 360 degrees
after takeoff on Runway 31.
parture end of Runway 31.
involved less than 4 minutes and we were cleared for takeoff
upon reaching the end of the departure runway.
takeoff roll, I noted that my HSI read 350 degrees when it
should be reading 310 (runway heading).
and both our RMI’s read the same erroneous heading.
flaps or instrument failure warnings were present.
Tall Ships and Short Planes
The interview itself will take approximately 45 minutes. If
there are any questions you prefer not to answer for any reason,
the interviewer will simply go on to the next question.
And 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 Bonus Is Improved Safety. Many pilots who have
participated in past ASRS structured callback efforts have
found this experience extremely rewarding. In addition to
supplying important research information that might not be
included in a written ASRS report, the interview process
provides a unique way for pilots to help improve the system
and give something back to aviation.
So remember–if you’re a pilot who has experienced (or even
suspected) a wake turbulence encounter, ASRS is waiting to
hear your story.
ÒTELL YOUR STORY TO ASRSÓ
A Call for Wake Turbulence Encounter Reports
The flight crew reported
We replied that we had the ship in sight moving from
The Captain deviated
I
You will be asked
All further operations were nor-
Evidently some magnetic anomaly is present
A
Our com-
Our gate is very close to the de-
Start-up, checklists, and taxi
During the
The Captain’s HSI
No
With
Number 190 March 1995
CCAALLLLBBAACCKK

 From NASA's Aviation Safety Reporting System�
ASRS recently received three reports from three separate
operations, all occurring on the same day and referring to
the same situation—low barometric pressure at an Alaska
airport.
erly location, they offer a reminder to pilots in other
parts of the country that the season is not past for unusually low
barometric settings.
misconceptions expressed by reporters about ATC/FSS
responsibilities in regard to altimeter settings. Here are excerpts:
■ ATIS [reported altimeter] 28.84.
was made.
The Low-Down on
Altimeter Settings
High to Low,
Look Out
Below!
A general aviation pilot
flying in the Great Lakes
region encountered
extreme instance of barometric pressure changes.
Although these incidents occurred at a single northThey
are also of interest because of several
No mention of low altimeter
Center cleared us [up] to FL330. Leaving FL180,
an
altimeters were set to 28.92 Captain and 29.92 First Officer
(F/O). At FL320 Captain’s altimeter, I called FL320 for 330.
The First Officer called 330 noticing the wrong altimeter setting
on my side. I immediately leveled off and descended to
FL330...while resetting my altimeter to 29.92. In the future, I
intend to be much more careful when resetting and cross-checking
the altimeters, especially when low altimeter settings are reported.
I feel this mistake might have been avoided if the ATIS had
mentioned the low altimeter setting.
In recording the ATIS, some controllers may emphasize the altimeter
setting by stating, for example, “a low 28.84.” Some
　
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