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report on this dangerous practice offers a timely lesson:
Don’t let the pressure to get home for the holidays cloud
your judgement.
■ I departed in VFR conditions with a weather briefing
from the Flight Service Station (FSS) forecasting VFR to
Marginal VFR along my route of flight. After climbing
through scattered clouds, I leveled at 8,500 feet MSL. Near
my destination, the layer below closed and I found myself
on top of an overcast. By that time, ASOS at my departure
point was also reporting overcast (the flight distance was
only 80 NM). Weather was clearly building in all
directions. I proceeded to a point above terrain well known
to me and descended through clouds to approximately
1,000 feet AGL, where I broke out [and landed] at a nearby
airfield.
The weather was forecast to worsen in the direction of
flight. When it became clear that I would be unable to
■ I immediately saw a DC10 on short final for Runway
27 and slammed on the brakes.... We did encroach slightly
on the Taxiway B to Runway 27 hold short line.... The
DC10 did not appear to take any evasive action.... I
strongly suspect that there were considerable distractions
for the controllers associated with turning the field around
from southerly to northerly operations. “Habit patterns for
survival” saved the day. That is: 1. There were no
distractions (e.g. no Flight Management Computer
programming) prior to crossing the active runways, and 2.
Good aircraft alignment and lookout facilitated properly
clearing both left and right before crossing active runways
and taxiways.
This was quite a jolt, even for an experienced and
proficient Captain and reinforces why we do things the
way we do. A piece of wisdom (from a 40-year airline
veteran) came to mind as I reviewed these issues, “It’s the
holidays, and people don’t concentrate like they do at other
times.”
From the Maintenance Desk
ASRS continues to receive reports concerning B767 wheel
spacers. (see Callback #282, March 2003). The following
two reports shed some light on possible causes for spacer
problems on the nose gear .
■ Even with the proper manuals and paperwork on
hand, the spacer on the B767 nose wheels seems to be a
trap. It continually sticks to the wheel bearing when the
assembly is removed from the aircraft. The 767 has the
only nose wheel spacer of [my airline’s] fleet types. This
and the fact that B767 tires are rarely changed at this
station contribute to the spacer being missed.
■ I was notified by my supervisor that an axle spacer
was found to be missing on the right side nose tire during
the walk-around inspection.... On the B767-300 there are
two different axle configurations. One is internally
threaded and the other is externally threaded. I did not
think the externally threaded axle required a spacer.
According to the air carrier’s maintenance manual, wheel
spacers are required on both the internally and the
externally threaded B767 nose gear axles.
Holiday fatigue and haste contributed to this private
pilot’s runway incursion.
■ After landing on Runway 36, I was instructed by Tower
to make a right turn on the next taxiway and hold short of
Runway 6…. My attention was not where it should have
been. I was concentrating on the distant taxiway and ramp
lighting and on my desire to finish this flight and return
to my home base. As a result of my lack of attention, I
proceeded to cross Runway 6 without clearance and with
an aircraft on final for Runway 6. I was immediately
advised and admonished for my error…. I was tired due to
the holidays and my personal workload…. As the saying
goes, haste makes waste....
Holiday pressures can affect concentration and
judgement. Three ASRS reports offer some valuable
lessons about this seasonal syndrome.
proceed VFR under the clouds with sufficient altitude
above the ground, the appropriate decision would have
been to return to my departure point immediately. I felt
pressed to get my errands done and get home for the
holidays, and this affected my judgement when I decided
to climb above and continue the flight. I have instrument
training, but have not yet been rated.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 292 January 2004
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/
December 2003 Report Intake
Air Carrier / Air Taxi Pilots 2137
　
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