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inconvenience the passengers. 2. Lack of proper
communication between the wing walker and the
marshaller led to the mixed signals that caused the
incident.
Sign language is one of the oldest forms
of communication, but even hand signals
can be misinterpreted, especially when
they are intended for someone else.
A Bad Sign
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 290 November 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/
October 2003 Report Intake
Air Carrier / Air Taxi Pilots 1919
General Aviation Pilots 768
Controllers 25
Cabin/Mechanics/Military/Other 138
TOTAL 2850
ASRS Recently Issued Alerts On…
B757-200 slat composite failure
B1900D fire warning system anomaly
Western ARTCC communication problem
Eastern airport unmarked surface obstruction
A330 escape slide pressure regulator problem
According to NTSB statistics, a high percentage of
General Aviation weather related accidents are caused
by pilots flying under Visual Flight Rules (VFR) into
Instrument Meteorological Conditions (IMC). As noted
in these ASRS reports, flight into IMC may start with a
flight into marginal conditions.
“The sky is low, the clouds
are mean” Emily Dickinson NATURE
The further a pilot flies into deteriorating weather the fewer
options there are to maintain or return to VFR conditions. It
appears that this PA-28 pilot used up all the options but
one— luck.
“Marginal VMC” or “Marginal VFR” may be recognized
meteorological terms, but by treating marginal weather
the same as IMC and flying IFR in such conditions, pilots
can significantly increase the margin of safety.
■ After exiting the Class B, I requested a descent to
maintain VFR as the cloud deck was getting denser. ATC
approved a VFR descent. As I began my descent, I noticed
that the broken layer was quickly closing. To avoid IMC, I
climbed back to 5,000 feet. I informed Air Traffic Control
(ATC) that I was on a VFR flight plan and was not
instrument rated. I flew for another five minutes and then
saw that what had been a broken layer had totally closed up.
I circled back to find VFR conditions and discovered that the
broken layer behind me had also closed up…. I talked with
ATC to get an update for field conditions at any airport close
to my route of flight. I was advised that my best bet would be
ZZZ1… and…I received vectors toward the airport. I was in
solid IMC conditions and under ATC control. Less than a
mile from ZZZ1 while still in IMC conditions, approach
informed me that the airport was now reporting an 800-foot
overcast. I…asked for a better alternative. I then flew under
ATC control…to ZZZ2…. I informed ATC that I had
approximately ten hours of IFR training and, while I had not
done an ILS approach, I had done a couple of GPS
approaches…. I did not have my approach plates in my flight
bag. Approach gave me a private frequency to talk with the
controller who very kindly tracked my approach and descent.
I broke out at approximately 1,400 feet and safely landed in
significant crosswinds….
The weather was significantly worse than reported… and
conditions worsened at an alarming rate. Clearly instrument
conditions were not something that I intended or wanted to
be in at any time….
While the pilot’s previous exposure to instrument flight
certainly helped, Air Traffic Control deserves credit for
getting this pilot out of a marginal situation.
■ FSS said that there was a large band of rain showers
and thunderstorms blocking my route…. I called back an
hour or more later and [FSS] said that the area of rain
had passed and that I shouldn’t have any trouble going
VFR…. Initially I was at 5,500 feet, but then I climbed to
7,500 feet to clear the hills and clouds. The further north I
“The conditions worsened at
an alarming rate....”
Armed with a forecast that conditions “should” remain
VFR enroute and at the destination, this C172 pilot found
himself surrounded by IMC.
■ While about 50 miles northeast of ZZZ, in marginal VFR
[VMC], the ceiling suddenly dropped, or I flew into an area of
lower clouds. I did a 180-degree turn and got out of it. I hit the
“nearest airport” function on the Global Positioning System
(GPS) with a view to landing, since the area was filled with
　
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