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and diverging, I cleared Aircraft X to FL240. The pilot
acknowledged, said that he would try a restart out of
FL260, and requested direct ZZZ. I re-cleared Aircraft X to
ZZZ direct, coordinated with the ZMP Sector 35
Controller, and transferred [control of] the aircraft.
...Air Traffic Control (ATC) cannot issue clearances that
would provide less than standard separation, but will
provide all information necessary (e.g. traffic and terrain
advisories) for a pilot to exercise his authority as Pilot In
Command of an aircraft in an emergency and to fly his
Situation #5:
aircraft in the safest possible manner for a given situation.
Under a Time Constraint
I relied on a verbal inquiry of, “Did we get everything?”
and released the aircraft. The aircraft departed, but had
to return shortly after takeoff…. I reviewed the MEL
requirements and realized my mistake. The MEL called for
six maintenance steps to be accomplished. Step number
four was missed. The electrical connector on the pressure
switch remained on when it should have been removed and
stowed. When the aircraft arrived, I informed a very
understanding Captain of my error. With the help of a
Lead Maintenance Technician, the remainder of the MEL
was complied with and the flight departed with no further
incident.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 286 July 2003
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
June 2003 Report Intake
Air Carrier / Air Taxi Pilots 1736
General Aviation Pilots 719
Controllers 32
Cabin/Mechanics/Military/Other 109
TOTAL 2596
ASRS Recently Issued Alerts On…
Vigilance and adherence to published procedures
are critical when operating in or near an airport
traffic pattern. Whether the airport is towered or
non-towered, certain fundamentals apply to all
pattern operations. Clear, concise communications,
see and avoid, and use of standardized arrival,
approach, and departure procedures provide a
pattern for efficiency and safety.
Is There a Pattern Here?
Cutoff on Takeoff
As the pilot of a homebuilt aircraft reported to ASRS, use
of the correct procedures for departing a non-towered
airport can be “overshadowed” by a less conscientious
arrival. Judging from a rather terse communication after
landing, it appears that the Cessna pilot may have had an
attitude problem.
■ It was a busy, non-towered airport with several aircraft
in the pattern and several waiting for takeoff on Runway
24…. After waiting for several aircraft in the pattern to
land, a break occurred after a taildragger landed. I
checked to see that no one was on base and announced that
I was going into position and hold on Runway 24, until
the taildragger cleared the runway. He took some time
clearing and I then announced that I was rolling on
[Runway] 24 with a westbound departure. As I was
accelerating down the runway, a shadow appeared. A
Cessna 172 passed 30 -- 40 feet overhead and landed right
in front of me. I closed the throttle, braked, and aborted
the takeoff. The Cessna exited and parked…. I asked [the
pilot] if he saw me on the takeoff roll. After a few seconds
of radio silence, he called back, “Yeah, I saw you.”
Old Habit — New Pattern
A Bonanza pilot related how an unfamiliar approach to a
familiar field caused some confusion. Proper entry into
the traffic pattern is crucial and should be based on
situational awareness, not a habit pattern.
■ I was approaching the airport from the southeast. I
contacted Tower and was told to call at three miles for a
right base entry to Runway 6. At three miles southeast, I
called and was told to watch for traffic on left base for
Runway 6. I told Tower that the traffic was not in sight.
When I finally saw the traffic, it was close off my left wing,
about 300 feet below me. I was told by Tower that I had
flown through the final approach course, very close to
landing traffic, and that I was to make a left 180-degree
turn to enter final for Runway 6. An uneventful landing
was accomplished.
After thinking about the incident, I realized what had
happened. I have been to this airport many times, but
almost always approaching from the northeast and
usually landing on Runway 24. This time I approached
from the southeast for a base entry to Runway 6. I was
intent on looking for my traffic and mistook Runway 14/
　
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