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frustrated, as cheating VFR is not something I condone. I
advised Center that we were unable to maintain VFR and
were making a 180 degree turn.
I am a Captain for a major airline. My background is
General Aviation. I know better. The decision to go VFR
should have been determined by the weather alone, and
while VFR appeared do-able, it was not certain. This
Bonanza is a lot harder to fly than the B-757 I drive at
work. Many of the judgement/decision-making factors are
totally different. I’m having to dust off operating rules
that have been on the shelf for a while.
“Rattled” is the description another pilot used to describe
to ASRS the results of a nighttime GA flight over a
densely populated area. This high-time ex-military
and air carrier pilot had fewer than 100 hours
of GA flight experience, and had joined a local flying club
only two days prior to his first cross-country flight—which
he elected to make at night, although severe turbulence
had been forecast and reported.
n  Experienced the worst turbulence in 36 years. Shoulder
and lap belts were tight, I still got my head banged off the
top of the canopy. Lasted about 5 seconds, aircraft was
tossed around like a bird in a jet blast, lost 900 feet…was
unable to change frequency to Tower. By the time I
contacted them I was in their Class D airspace at 2,000
feet in the departure corridor for the active runway. They
mentioned that to me and cleared me for a left downwind
to Runway 29L. I was somewhat rattled, had asked for a
right downwind entry for Runway 29R, that is what I
heard, and that is where I headed. The Tower corrected
my error with no small amount of frustration in the voice.
I landed, the taxi was uneventful.
Corrective actions? Our reporter thought of many—after
the fact:
– I thought I was familiar with the aircraft’s navigation
technology, but was not. The little ‘To’ and ‘From’ thing
[flag] will forever be prominent.
– Contacting the Tower earlier.
– The aircraft has three places to set up future
frequencies–use them.
– Get more dual time in unfamiliar environments.
The FAA shows hand-propping horror movies at
Safety Seminars, and provides grim anecdotes of
pilots who were sure they could hand-prop with
impunity. One such example involved a Cessna
which wiped out four (4!) tied-down aircraft before
it was halted in its rampage by running into a
hangar–on the opposite side of the airport!
The owner of the Aeronca Champ who reported a
runaway aircraft experience to ASRS was at least
somewhat aware of the airplane’s propensity to take off
solo, for he sought the assistance of a non-pilot. But the
man was not equal to the thrust force of a Champ:
n  Attempted to prop-start the airplane using a safety
person to stand in front of the horizontal stabilizer and
hold the tail. Upon starting, the airplane surged forward
and turned into a C-172 parked on the ramp. The person
at the tail was not qualified in the aircraft or to prop-start
the airplane. Single-pilot prop starts can safely be
accomplished only by having the tail securely tied down.
A proven safe technique for hand-propping starts is to tie
down the aircraft, securely chock the main gear, and have a
competent person in the cockpit standing on the brakes.
A corporate pilot reports another incident of damage
by props, this one induced by misplaced chocks.
       n  After getting permission to taxi, we had to wait for
a line person who was trying to park another aircraft on
our right side. The other aircraft did not park where
directed, and the line person ran down to where it was
trying to park. When the line person left, she put down the
chocks she had in her hand, only she left them standing on
end, to the right of my right engine nacelle, where they
were out of my line of sight. As I turned right out of my
parking spot to taxi, my right prop caught the chock and
tossed it into my nose landing gear door, denting it. An
A&P mechanic found the damage was only cosmetic. A
contributing factor was the chocks…standing on end
instead of flat, where the props would have passed over the
top of them.
Safe operating procedure for the line person should
include not leaving chocks unattended and out of their
usual position near a running aircraft. However, the
reporter could have assured a safer taxi by waiting for an
“all clear” or other definitive signal from the line person.
　
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