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available, but a decision was made to use a coordinator
rather than splitting the sector. There was too much to
keep track of.... [Two aircraft] came within one mile and
100 feet separation. The conflict alert brought my attention
to the problem. Had the alert not been operational, the
result might have been catastrophic. I issued traffic alerts
to [both aircraft].
There was too much traffic for one controller to safely
handle. I should not have hesitated to ask for help....
The “H” Word
As announced in Callback # 307 (April 2005), NASA/
ASRS is conducting a General Aviation Weather
Encounters Study. To support FAA and industry
efforts to improve awareness, knowledge, training,
and procedures related to aviation weather, ASRS
strongly encourages general aviation pilots who
experience adverse weather encounters to report
these incidents to ASRS and to participate in the
Weather Encounters Study.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
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/
July 2005 Report Intake
Air Carrier / Air Taxi Pilots 2152
General Aviation Pilots 794
Controllers 48
Cabin/Mechanics/Military/Other 295
TOTAL 3289
Number 311 August 2005
ASRS Alerts Issued in July 2005
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 5
Airport facility or procedure 3
ATC procedure or equipment 1
Chart, Publication, or Nav Database 1
Company policy or maintenance procedure 9
Total 19
ASRS Encounters Turbulence
Dear Readers: We feel that it is important to keep you, the aviation professionals who contribute to, and
benefit from, the Aviation Safety Reporting System, informed about the status of the program. The ASRS
has been flat funded by the FAA since 1997 and experienced a 20% funding shortfall in 2005. While the
future budget has not been finalized, indications are that the situation could be even worse in FY ’06.
Back to School
Scud-Running
“Scud” is a commonly used term for patches of low, ragged
clouds that often form below an overcast. “Scud-running”
refers to the practice of flying beneath the scud to avoid
Instrument Meteorological Conditions (IMC) and usually
involves a violation of Visual Flight Rules (VFR) cloud
clearance criteria. Statistically, scud-running is an
extremely dangerous practice that accounts for a high
percentage of weather related, General Aviation accidents.
The pilots who submitted the following ASRS reports
encountered weather similar to the conditions described
in two NTSB reports. The successful outcomes related in
the ASRS reports were the result of a wise decision in the
first instance and a degree of luck in the second.
ASRS Report #1
Aircraft: Piper PA-28. Injuries: None

I received clearance to [depart] VFR at night, flying at
2,000 feet MSL. I stayed within legal VFR limits until the
weather deteriorated within six miles of my destination.
Rather than try to scud-run under the clouds, I contacted
approach, told them the conditions, and that I needed to
turn around. Approach asked which field I wanted to land
at and, after I checked ATIS, I chose [ZZZ]. Approach was
very helpful in giving me a few vectors. I learned a great
lesson; that weather can deteriorate very quickly and you
should turn around as soon as it does and don’t hesitate.
NTSB Report #1
Aircraft: Piper PA-28. Injuries: 2 Fatal.

Approximately 43 minutes after departure on a night
cross-country flight, the airplane was substantially
damaged when it failed to maintain clearance with terrain
in a heavily wooded area…. The non-instrument rated
private pilot and his passenger were fatally injured. The
pilot contacted the…Flight Service Station…and requested
an enroute weather briefing, initially commenting, “Gonna
head over to [ZZZ], VFR. Looks like I’ll be ‘scudding it.’”
The specialist advised the pilot that…[ZZZ2], the closest
weather reporting point to the accident site, had just
dropped down to a ceiling of 900 feet broken, 1,400 feet
overcast, 2 1/2 miles visibility, and ceiling variable
between about 700 feet and 1,100 feet…. A Senior NTSB
meteorologist reported that it was likely that the flight
encountered IMC similar to the conditions being reported
in the [ZZZ2] area, just prior to the accident.
ASRS Report #2
Aircraft: Beech 35. Injuries: None.
　
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