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A PA-28 pilot took off with two dogs as passengers. The
pilot, who had not filed a flight plan, was talking to
Approach, when...
■ My two large dogs went crazy. [They] jumped on me and
with no one in the co-pilot seat, one of my dogs pushed the
control yoke and caught his front leg on the yoke, causing
an uncontrolled turn to the right. This turn put me in the
clouds IMC. Once I regained control of the plane and dogs,
I realized I had turned toward the Class B airspace...
ATC did advise me that I was not cleared to enter and to
descend below 5,000 feet AGL. Shortly after ATC asked me
if I was in VFR conditions and could I see the ground. I
was then in VFR and
could see the ground.
The moral of this
flight is that I should
have secured my
dogs with seat belts.
This is the main
error I committed.
[My second error
was] flying VFR into
IMC without an IFR
clearance.
325
Incident Report Round-up
The beginning of the New Year presents an
opportunity for CALLBACK to share various reports
that we didn’t have space for in recent issues. We
hope you find our January potpourri a refreshing
start to a new year of aviation information.
Guess Who’s Coming to Dinner?
A helicopter pilot
who had told his wife
he would be home
for dinner decided
to fly home to “make
everyone happy.” In
the pilot’s words,
that turned out to be
a “poor decision”:
■ I landed a helicopter in the common area of a housing
community behind my house. The landing area is very
big, the approach was textbook, and no one was in the
area on the ground. I have done this in the past (not at
this location but similar) with absolutely no problems
at all. As it turned out, it caused quite a commotion. An
ambulance passing by saw me landing and reported it to
the police as a helicopter crash. So, within moments, police
cars, fire engines and news reporters gathered all around.
The reason I landed there was just to have dinner with
my family. The local authorities were not impressed with
that reason and charged me with several state laws they
thought might apply...FAR 91.13...may [also] apply even
though I took reasonable precautions prior to landing...
FAR 91.13 prohibits the “careless and reckless” operation
of an aircraft in a manner that “endangers the life or
property of another.” This pilot had no idea that landing at
home “would cause so much grief.”
Start the Clock
The Captain’s clock in the B757-B767 provides all GMT
times to the Flight Management System (FMS). When the
setting knob on the lower right of the clock is placed in
the ‘Hold’ position, input to the FMS is disconnected. This
rotatable switch is immediately above the Captain’s foot
rest. Now for the “rest” of the story:
■ While operating in the ‘Waters’ area of the Atlantic, we
were making position reports to New York [commercial
radio]. After passing ABCDE intersection, we received a
Selcal and were told to slow to change our arrival time at
BCDEF intersection. After slowing to the lowest possible
airspeed, our FMC ‘BCDEF’ estimated time kept decreasing
rather than increasing. After changing our estimate and
conferring with New York [commercial radio] several times,
we spoke to the controller who was actually handling
our flight. He suggested that we check our clocks. I found
Number 326 February 2007
The incidents featured in CALLBACK provide an
opportunity to learn from the diverse experiences
reported to the ASRS program. While many
incidents involve inadvertent mistakes, other
reports describe mishaps that were handled with
skill, initiative, and professionalism. This month’s
report excerpts were selected as “best” examples
among recent incidents that document the value
of training, communication, and teamwork when
things go wrong.
And the Winners are...
Best Solo Performance
The outstanding performance of this student
pilot during a solo cross-country emergency was
enhanced by helicopter training, and a thorough
understanding of flight dynamics.
■ ...During solo cross-country...the engine began to run
rough. I put the mixture in full rich with the problem
getting worse. I put the carb heat on and trimmed the C-
150 to its best glide speed. Within 30 seconds, the engine at
full power would only develop 1700-1800 rpm. At that time
I turned 180 degrees into the wind while putting a direct to
　
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