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program many times. In this issue of CALLBACK,
we look at some of these “classic traps” – and at
how these situations may be avoided.
The Class B Trap
ASRS recently received multiple reports from airline
crews who exceeded the 200-knot speed limit below the
Class B floor of one international airport. This report from
a First Officer was representative:
■ On the arrival to ZZZ [we] received vectors for right
downwind for ILS 19R at ZZZ. At 5,000 feet MSL
approximately 10 miles west of the field, the controller
asked our airspeed. We replied 250 knots. He said
something like, “You’re the third company in a row that
has exceeded the speed as briefed.” When we queried him
further, he stated that his facility chief had briefed [several
companies] on the need to fly at 200 KIAS below the Class
B airspace. We examined our charts and found that the
flight path did indeed pass under a small corner of the
YYY Class B with a floor of 7,000 feet...
Both the Captain and I had been into ZZZ several
times and did not recall ever having this problem...This
familiarity...led us to be complacent regarding checking
the notes on the [commercial chart] page and carefully
[reviewing] the charts regarding the Class B. Better
discipline in checking notes/charts even in familiar
territory will help prevent a recurrence.
The arrival/approach charts do not depict the boundaries
or floors of the Class B airspace. One must consult the low
altitude enroute chart to find the exact area in question.
Also the aircraft...has map displays but does not depict
airspace. In other words, the information is not obviously
available, and [is] therefore easy to miss.
The Clearance Anticipation Trap
A number of “trap” reports received by ASRS involve pilots’
anticipation of ATC clearances. In a typical scenario, a
pilot receives a clearance the same way repeatedly, until
a response is ingrained. Then a change to the clearance is
introduced – but the pilot’s response is based on reflexive
(unthinking) habit patterns.
A Baron 58 pilot, anxious to do “everything right” at a
major airport, got caught in the trap of anticipating taxi
instructions:
■ Clearance Delivery instructed [me] to stay on frequency
and notify when ready to taxi. Upon notification, I
was instructed to monitor Ground. I interpreted the
instruction to commence taxi to the active and monitor
Ground...Instead of contacting Ground, I made the wrong
assumption that the controller was monitoring both
frequencies...I got caught in the trap of anticipating taxi
instructions and caught off mental guard when told to
monitor [Ground] instead of what I would normally do
– contact Ground when ready to taxi.
A charter pilot was very familiar with a departure
procedure at an airport, but got used to flying the
departure without an initial altitude restriction:
■ ...I was given the departure with my clearance and took
off from Runway 24. I am thoroughly familiar with this
procedure, flying out of [airport] 20 times a month. My
departures are normally at night. The 1,500-foot altitude
restriction is usually not an issue at these hours and I am
cleared to 4,000 feet on initial contact with Departure.
I guess I became conditioned to ignore the altitude
restriction. On this flight I continued to climb until ATC
informed me of the altitude. I was then at 2,000 feet. I was
instructed to maintain 2,000 feet at that time. Fortunately,
I do not believe my violation caused a traffic conflict. This
incident has [taught] me to be extra vigilant about not
falling into the trap of anticipating a clearance.
A C172 pilot was accustomed to VFR flight following with
a local TRACON that “automatically” cleared the aircraft
through all Class C and Class D airspace in the area.
Then the pilot flew to another part of the state:
■ I realized that I was in ZZZ Class D airspace but that I
was still not handed off to the ZZZ Tower controller. This
was my first trip to the ZZZ area and I was unfamiliar
with the...local procedures...I queried TRACON and
was told to switch frequency to Tower. When I did, a
Piper Cherokee who seemed to be flying a wide pattern
for Runway 26 passed very close to me. I turned and
the Cherokee turned to avoid a collision. The controller
in the Tower asked me to call him upon landing...I will
never repeat this mistake! As PIC, all airspace is my
responsibility and I will never make the same assumptions
regarding the final handoff...
A Monthly Safety Bulletin from
　
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