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pilot described a “weighty” reason for failing to comply with
a SID. Our reporter was flying a Cessna Skymaster on an
IFR flight plan.
n …The SID from ZZZ1 requires a climb to 1,800 feet,
runway heading, then a turn to the ZZZ2 VOR, climbing to
cross at or above 7,000 feet, then assigned route. When flying
IFR, I typically concentrate on one segment at a time, that
is, for this departure, climb to 1,800 feet, runway heading,
then the turn to the VOR, etc. My problems began when I
attempted to locate the next segment, or the routing segment.
I couldn’t locate it on my chart, and that caused a great deal
of confusion. My initial clearance included a climb to 8,000
feet, yet it appeared I was held to 1,800 feet. When I asked
Departure for higher, I was again cleared to 8,000 feet, and
the controller asked if I had been restricted to 1,800 feet. I
replied no, that I was following the SID. He advised me to
climb to 8,000 feet via the ABC VOR, and if I was unable to
cross at or above 7,000 feet to hold as depicted. I immediately
told him I was entering the hold, and he responded to my
call…As I took the published SID from my lap, I immediately
saw the routing section that had been obscured under my
protruding stomach and shirt. I was so embarrassed that I
didn’t tell the controller what the problem was…Please note
that the controller involved was professional and didn’t chew
me out for not having the complete SID at my disposal….
The short-term answer to my problem is to use a chart clip
instead of lap to hold charts…And the long-term answer is to
lose a bit of weight (my abs became slabs 20 years ago).
Clearance Clarity
A corporate pilot suggests a method of simplifying ATC
clearances that is more direct than current practices, and
involves less navigation complexity.
n I am a former airline pilot, now flying in corporate
aviation…I have many times encountered an ATC clearance
problem that just simply does not have to exist. We are often
given a clearance that reads something like, ‘You are cleared
direct ABCDE intersection, direct FGHIJ intersection, XXX
VOR 123 degree radial to KLMNO intersection, then flight
plan route.’ Now, while supervising fueling, loading the
baggage, briefing the passengers and setting up the cockpit
for departure, we are forced to dig out charts that we might
not normally have out, then try to find the VOR in question
and trace out the radial, only to find that the given radial
is a direct route from FGHIJ to KLMNO. If we have the
equipment to proceed direct to the first two intersections, we
obviously have the equipment to proceed directly to the third.
Why not just give us direct to all three? Why confuse the issue
by throwing in a VOR and radial, when both are completely
unnecessary and serve only to create confusion?
I have had this happen many, time times all over the country,
from Teterboro to San Francisco. Often the VOR is not even
on our route, but one of its radials just happens to line up
with the two intersections in question…If it is a direct route
between intersections, just give us direct….
Editor’s Note: This issue of
CALLBACK is dedicated to the
memory of Donna Fife, the ASRS
Report Production Coordinator,
who held key business and report
production positions in the
NASA ASRS office for 23 years.
Donna’s superlative service
to the ASRS program came to
an untimely and tragic end on
January 19, 2009, when she was
struck by a car and killed in her
San Jose, CA neighborhood.
Donna was the primary ASRS contact for many pilots,
mechanics, controllers and others in the aviation
community needing expedited return of their report’s
identity strip, or for those who encountered a problem
with filing their report online. When Aviation Safety Action
Programs (ASAP) began sending their reports to ASRS,
Donna became the primary ASRS operational contact for
ASAP managers and staff, as well.
The ASRS staff will always treasure the exceptional service
that Donna Fife rendered the program, and the gifts she left
with us of friendship and caring.
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/
February 2009 Report Intake
Air Carrier/Air Taxi Pilots 2366
General Aviation Pilots 797
Controllers 59
Cabin/Mechanics/Military/Other 391
TOTAL 3613
ASRS Alerts Issued in February 2009
　
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