aviation_accident_summary_october_2018.jpg

 

by Jim Timm

 

In the time period from October 15 through November 10, 2021, there were ten general aviation pilot deviations recorded by the FAA SDL FSDO. These deviations were committed by private, commercial, and CFIs,. Of the ten deviations made, there was a need to issue six Brashers.

Note: a Brasher is a notice that is issued when further FAA action will be taken.

The number of pilot deviations/incursions were slightly down again this month, but some of these deviations just shouldn’t have happened. Don’t commit a deviation, and please fly safe.

 

In summary, the general aviation deviations this reporting period are:

Three IFR Operational Deviations

One Class Bravo Airspace Deviation

One Class Charlie Airspace Deviation

Three Class Delta Airspace Deviations

One Runway Incursion

One Restricted Airspace Incursion

 

The details of the deviations this month are as follows:

 

IFR OPERATIONS

 

10/10 IFR Route Deviation Pilot Certificate UNK              Phoenix Area

 

The aircraft was northwest bound climbing to 5,000 feet, and it turned left off course, and climbed to avoid perceived traffic. RADAR data indicated the traffic was vertically separated prior to the aircraft’s actions, and the turn and climb resulted in a loss of separation with the perceived traffic. Closest proximity: 0.74 NM and 700 feet vertical.

 

10/19 IFR Altitude Deviation Commercial/CFI Pilot           Flagstaff Area

 

Albuquerque Center cleared the aircraft to descend and maintain FL340. The read back of the clearance was correct. Seven minutes later, Albuquerque Center observed the aircraft below FL340 and reiterated the FL340 assignment. The aircraft had made an unauthorized descent to 33,600 feet which resulted in a loss of separation with an air carrier, who was level at FL330. A Brasher was not issued.

 

10/26 IFR Altitude Deviation Commercial Pilot                 Phoenix Area

 

The aircraft was southwest bound climbing to an assigned altitude of 4,000 feet, however, it climbed to 4,400 feet before returning to 4,000 feet. The climb above 4,000 feet resulted in a loss of separation with another aircraft northbound at 5,000 feet.

 

BRAVO AIRSPACE DEVIATION & RUNWAY INCURSION

10/27 Entered Bravo Airspace Without Authorization, And Other Deviations

 

Private Pilot             Phoenix Area and DVT

 

Air Traffic Control indicated the pilot may have violated the Luke Air Force Base SATR, the Phoenix Class Bravo Airspace, and a hold short instruction at Deer Valley Airport (DVT). The Piper aircraft had landed on runway 25L, and the controller instructed a Cessna to line up and wait on runway 25L at taxiway Charlie 11 for an intersection takeoff. The controller instructed the Piper to turn Left and contact Ground control as it approached taxiway Charlie 7. The read back was correct and the Piper turned off at Taxiway Charlie 7 and the controller issued a takeoff clearance to the Cessna that was holding. The Piper then stopped approximately 100 feet from the runway edge, and about 50 feet short of the runway hold short line. Ground Control attempted to contact the Piper twice without success and the tower controller told the Piper to contact Ground Control. The Piper then contacted Ground Control and Ground Control instructed the Piper to taxi straight into the ramp and advised them of a possible pilot deviation because they did not completely clear the runway.

 

CHARLIE AIRSPACE, RUNWAY & OTHER DEVIATIONS

 

Private Pilot             Tucson Area and TUS 

 

10/14 Initially the Cessna had only a primary RADAR tag, and it was becoming a conflict with an inbound Regional Jet on an extended final for runway 29R at Tucson International Airport (TUS). The TUS TRACON was able to contact the Cessna and got a callsign on the RADAR primary tag. The TRACON stated the pilot was very disoriented and was looking for the area of San Manual. The TRACON asked the tower if they could keep the pilot on their frequency and issue a landing clearance relayed from the TUS Tower due to the pilot having complications, and the request was approved. 

As the Cessna was on short final for runway 29R, an aircraft on taxiway A17 asked the tower what runway the Cessna was lined up for, because it appeared that he was lined up for taxiway Alpha. About the same time, the TRACON had zoomed in their RADAR scope and noticed that the Cessna appeared to be north of 29R and asked if he was lined up ok. The tower controller had binoculars and the light gun out and said the Cessna was too high to tell what surface he was landing on until he was nearer to taxiway A15. Upon recognizing that the Cessna was lined up for the wrong surface, the controller called Approach via the intercom and instructed them to send the aircraft around. The Cessna went around and didn’t overfly any aircraft. The Cessna was less than 50 feet from landing on Taxiway Alpha before he complied. The closest taxiing aircraft on Alpha to the Cessna was a Commuter Aircraft about 2,500 feet down the taxiway closely followed by a B-737 Air Carrier.

Less than an hour later, the Cessna called TUS Ground Control for taxi instructions outbound. He was asked to call the Tower for Brasher information. The pilot stated he did not have a working phone, nor access to his pilot certificate number, however, he did give his name, phone number and address over the frequency. The Cessna pilot then struggled with his taxi route enough that instructor pilots from local flight schools were calling the tower with concern. The tower called the Tucson Airport Authority and asked for an escort to the runway.

After further discussion, the tower determined it wanted to validate the pilot’s information, and asked him to turn off his aircraft and provide his pilot’s license to the Airport Authority vehicle that was escorting him. The Tower also called dispatch and asked for Airport Police to check on the pilot’s health and wellness.

At 7:15 pm, the Airport Police called and provided the pilot’s pilot certificate number, and the officer also stated they were “on the fence” on his health and wellness. The pilot had told the officer that he was not comfortable flying at night, and he was considering parking the aircraft for the night. The tower told the officer that they thought it was better if the pilot did not leave that night. The officer was going to call the tower back when they had completed their assessment. Later the police called the tower and stated the pilot did not want to depart that night, and the tower arranged for the Cessna to be escorted to parking. 

 

DELTA AIRSPACE DEVIATIONS

 

10/10 Entering Delta Airspace Without First Establishing Radio Communications.

 

Commercial/CFI Pilot

 

The aircraft entered the Deer Valley Airport (DVT) Class Delta Airspace from the southwest at an indicated altitude 2400 msl in a continued climb northbound, and the pilot did not establish communication with DVT. The DVT south controller attempted to establish communication without success. The aircraft was tagged on radar by the PHX TRACON. The DVT south controller called the TRACON to verify that communication with them was established and advised the TRACON to issue a Brasher warning due to the Class Delta violation. There were no conflicts with other aircraft or loss of separation.

 

10/15 Entering Delta Airspace Without First Establishing Radio Communications.

 

Private Pilot

 

The aircraft was observed entering the Deer Valley Airport (DVT) Class Delta Airspace from the northwest along the I-17 freeway southbound. The DVT south controller attempted to make contact on all control positions, and the aircraft did not provide a transponder ident. when prompted. At 2-3 miles west of the DVT airspace, the aircraft was observed turning southwest towards Glendale Airport (GEU). PHX and GEU were informed, and GEU notified DVT that they were in contact with the aircraft and they would issue a Brasher. The pilot called the DVT tower and provided a name and phone number.

 

10/29 Entering Delta Airspace Without First Establishing Radio Communications.

 

Private Pilot 

 

The westbound aircraft was overflying the US60 highway along the edge of the Chandler Airport (CHD) airspace and then began a southwesterly heading, entering the CHD Delta Airspace by two miles. Multiple aircraft in the CHD downwind had to be given instructions to avoid the aircraft. A Brasher was issued to the pilot by the CHD tower.

 

RUNWAY INCURSION

 

10/14 Departing Without A Clearance

 

Commercial/CFI Pilot Prescott (PRC)

 

The helicopter was instructed by ground control to hold on runway 12 for an aircraft departure to the east. The helicopter departed runway 12 without a clearance. The helicopter contacted the tower approximately 2 miles east of the field requesting a climb. The tower asked the helicopter to state their position. After the helicopter informed the controller of their position the tower controller realized what happened and issued a Brasher warning.

 

RESTRICTED AIRSPACE INCURSION 

 

10/22 Flew Into Restricted Airspace Without Approval

 

Private Pilot  Southern Arizona

 

The aircraft was westbound at 6,500 feet, VFR. At 2307z, Albuquerque Center asked the aircraft if he was aware of the restricted area at his 12 o'clock and 25 miles. The pilot responded, "we are aware and we will go around it". At 2318z, Albuquerque Center observed the aircraft entering the restricted area R2308B, and attempted to vector the aircraft away. The aircraft had violated active restricted areas R2308 B & C and a Brasher was issued. When the pilot called the facility, he stated that he was well aware of the restricted airspace and believed that he had programmed the autopilot to miss the area.

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