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other seasonal maladies share their stories of how the
autopilot played a (mostly) saving role in their flights. We
begin with an air taxi pilot’s drowsy experience aloft.
n  VFR flight at 3,000 feet to avoid headwinds. I had
been up all night with the flu and was more tired than I
thought. The autopilot was on and was going direct [using]
GPS. I fell asleep about 40 miles out and woke up 15
minutes later over the airport. I did not know what to do
or who to call, so I deviated to a lower altitude. I circled to
the south of the airport, at which point I made a call to
Approach Control, received a clearance for Runway 27 and
landed without any trouble. I spoke to nobody about this
incident. Approach, Tower, and Ground Control made no
comment to me at any time. Cause–flying while ill and
tired–resulted in falling asleep. Remedy–being more
cautious about health concerns and not flying if needed.
This reporter was lucky that ATC didn’t get upset over
the unauthorized penetration of Class B and D airspace.
His remedy is on target, and we hope he and others will
practice it in the future.
Flying Blind
A General Aviation pilot sensitive to sun exposure took
the precaution of applying a sunscreen lotion before flying
over a desert area. But as the cockpit became warm, he
started to perspire. Then began a horrific experience…
n  At 7,500 feet on a heading to the East...my eyes started
reacting in a very violent way to the sun lotion that I had
applied to my face prior to takeoff. The allergic reaction
resulted in at least 5-8 minutes of total blindness. I just
managed to set the autopilot on a heading away from the
high terrain to the East. On partial recovery of sight, I
found that I had intruded into a [Restricted Area].
During a callback conversation with an ASRS analyst, the
reporter stated that when the sunscreen lotion ran into
his eyes, he experienced sharp pains and loss of vision in
both eyes. Fortunately, he was able to put the aircraft on
autopilot. The reporter recalled that he had placed a can
of soda in the cockpit. He managed to find the soda and
pour it on one eye, while wiping the eye with a tissue until
it became usable. He ran out of soda, but then saw a
container of water, which he used to clean the other eye.
After he had recovered his sight, he checked his position
and discovered that he had overflown a turn point and
was now inside a Restricted Area. He called the Center
controller, who vectored him clear and on course.
According to the reporter, on the back of the
sunscreen container–in fine print–was a warning to
avoid eye contact with the contents. He told ASRS that
he remembered reading the warning before the flight,
but never considered the possibility of perspiration
causing eye contact with the sunscreen lotion
ingredients. The reporter felt that there should be a
stronger and more complete warning on the container.
He knew of another pilot who had a similar experience,
using the same sunscreen lotion.
Schnooked by the
Schnozzle
The late Jimmy (“The Schnozz”) Durante might have
appreciated this report from a Captain with a new First
Officer on board, who found that sneezing at the wrong
time had unforeseen consequences:
n  I was doing IOE [Initial Operating Experience] with a
new First Officer. I had turned off the Flight Director
and autoflight systems except autothrottle was engaged.
Cleared altitude was FL220. Approaching level-off with
normal rate of climb I had a violent sneeze. I was unable
to lower the nose promptly for level-off. Maximum
altitude reached...was 22,300. While descending...TCAS
II gave us an RA [Resolution Advisory].
The autopilot was unfortunately disengaged before the
Captain’s “nose over,” which led to the altitude bust and
traffic conflict.
“…And I was the April Fool”
A report from a Captain having a really bad day:
n  Tower cleared me for takeoff and maintain visual
separation with crossing traffic. (Confused), I read back
position and hold, because I couldn’t yet see the traffic
and I wasn’t sure I’d heard clearly “Cleared for takeoff.”
[After takeoff], contacting Departure, I got 7,000 feet and
runway heading. But when I got to the normal turn
point, I turned. Departure caught it and turned me back
to runway heading. Then a turn to intercept a radial,
and I turned too far and overshot. While doing this, I
climbed through 7,000 feet. At 7,200 feet, bless their
　
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