by Jim Timm
These pilot deviations need to be examined to determine if a common threat exists that we should address to help reduce the number of deviations that occur and enhance aviation safety.
In the time period from September 16 through October 13 there were twenty-one pilot deviations recorded by the FAA SDL FSDO. These deviations were committed by all pilot certificate levels, from student to ATP, and of these twenty-one deviations made, there was a need to issue eight Brashers. This month there were also five out of state pilots committing deviations. The number of deviations reported this period have unfortunately increased a bit from last time.
Note, a controller will issue a Brasher notification when further FAA action will be taken, and the controller is thus giving the airman the opportunity to make note of the occurrence and collect their thoughts for their future interaction with Flight Standards.
Pay attention to ATC instructions and follow them, and if you can’t comply, tell ATC why you can’t. Just don’t try to be creative out there, and always be aware of what type of airspace you are flying in, or may be about to enter, and what may be expected of you. Always fly with care and forethought. Keep this report short and don’t commit a pilot deviation.
The details of the deviations this month are as follows:
IFR DEVIATION
9/12 IFR Route Deviation
Commercial/CFI Pilot
PHX TRACON
The Piper departed DVT on the DVT-1 Departure. The pilot flew straight out on the runway heading for three miles, rather than making the left turn as directed by the SID. The controller issued an immediate left turn to avoid IFR traffic that had departed Scottsdale (SDL). The Piper was below the Minimum Vectoring Altitude (MVA), but it climbed above the MVA, and continued on their flight. The controller issued them a Brasher.
9/13 IFR Route Deviation
Commercial/CFI Pilot
PHX TRACON
The Beechcraft was cleared via the DVT1 Departure, and the controller received a good read back. The Beech turned right instead of left as required. They were issued a Brasher warning.
9/17 IFR Altitude & NORDO Deviation
Commercial Pilot
Flagstaff (FLG) / PHX TRACON
The deviation was reported by the PHX TRACON when the Pilatus airplane was observed to climb above its ATC assigned altitude. Later the aircraft went no radio (NORDO) and entered a 10,600-foot Minimum Vectoring Area (MVA) at 10,000 feet, resulting in a loss of separation with terrain/obstacles.
10/2 IFR Approach
ATP/CFI Pilot
From Tennessee
Scottsdale (SDL)
While conducting a Visual Approach to RWY 3 at Scottsdale, the Citation made a 360° turn and climbed without advising ATC, resulting in a conflict with a Beechcraft Light Jet inbound behind him.
10/7 IFR Altitude
UNK Pilot Certification (USAF Pilots)
Albuquerque Center (ZAB)
A flight of two F16’s was issued a clearance for the Fuzzy-Ruby Airspace at FL 290, and below. Later, the F16’s were observed flying at FL298 in the airspace. The ZAB Controller broadcast on the guard frequency that Dealer Flight was cleared to FL290 and below. The flight did descend and was Brashered when the flight checked out of the airspace. The pilot stated he lost situational awareness while executing a fighter tactic.
CLASS DELTA AIRSPACE DEVIATIONS
9/11 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
Deer Valley (DVT) Tower
The Cirrus was observed on the STARS display by the Local Controller penetrating the DVT class Delta airspace from the southeast heading north-northwest bound at approximately 2300ft. Multiple attempts to contact the pilot were made by both south and north controllers, but they received no response. The aircraft eventually was tagged up on the STARS display with the Phoenix TRACON, and the TRACON was advised by DVT to issue the aircraft a Brasher warning. No loss of separation had occurred.
The Cirrus was never in radio communication with DVT. The callsign and aircraft type information was derived from ADS-B.
9/22 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
From California
Chandler (CHD)
The aircraft was observed entering the Class Delta Airspace from the west and joined the downwind. The aircraft then exited the airspace to the north and climbed before calling the tower for pattern entry. Upon landing, the pilot was issued the Brasher warning for an airspace violation.
9/22 Entering Class Delta Airspace Without First Establishing Communication
ATP Pilot Certificate
Glendale Tower (GEU)
The pilot deviation was reported by GEU when the Cessna Citation was descending into Goodyear Airport, it flew through the GEU airspace without permission from the GEU ATC.
9/23 Entering Class Delta Airspace Without First Establishing Communication
Commercial Pilot
Deer Valley Tower (DVT)
The Bonanza entered the DVT's class Delta Airspace 4 nautical miles southwest of the airport, and at three thousand five hundred feet while northeast bound. The Bonanza did not attempt to establish two-way radio communications before entering Delta Airspace. The south local controller reached out to the Bonanza while it was approximately two and a half miles southwest of DVT. The Bonanza responded immediately and requested pattern entry instructions for a landing on runway 7L. The Bonanza was maneuvered throughout the airspace to avoid conflicts with other aircraft already established in the local pattern. Once the Bonanza was de-conflicted with all other aircraft, the south controller switched the aircraft to the north controller's airspace, and frequency for landing. The Bonanza landed without further incident on runway 7L. Ground control issued the Brasher upon arrival.
10/4 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
From Nevada
Mesa Falcon Field (FFZ)
The Piper entered the FFZ Delta Airspace from the south at 2,700 feet flying northbound without first establishing 2-way communications with FFZ Air-Traffic Control. The Piper continued north through the FFZ traffic pattern, crossing one mile southwest of the field at 2,700 feet. (The traffic pattern altitude is 2,400 feet). The FFZ controllers had to quickly act in adjusting the flight paths of several aircraft to avoid conflict with the airspace violator. Training was in progress on the north controller position, and the situation required the trainer to momentarily halt training and intervene as the Piper flew through the busy pattern. While still in the FFZ Class Delta Airspace, it appeared that the pilot of the Piper did establish 2-way communication with Phoenix Approach (Willy Sector) for Flight Following to Reno, Nevada (KRNO). The FFZ Tower Supervisor contacted the PHX TRACON Supervisor and requested that the TRACON give the Brasher warning to the Piper.
MOVEMENT AREA DEVIATION
9/19 Moving in A Movement Area Without Authorization
Commercial Pilot
From California
Prescott Airport (PRC)
The pilot deviation was reported by the PRC ATC when the Cessna entered taxiway Delta without ATC authorization.
AIR TRAFFIC CONTROL INSTRUCTIONS
9/7 Failure to follow the Air Traffic Control Instructions.
Student Pilot
Mesa Falcon Field (FFZ)
The Piper made a 360 degree turn on a one mile final without ATC authorization. The controller cleared the Piper to land on Runway 22L, and they were not following traffic, but traffic was following them. There was traffic landing on Runway 22R that turned base leg to final at the same time that the Piper did, but that traffic was not a factor to them. The Piper made a left 360 degree turn and then landed safely.
9/16 Failure to follow the Air Traffic Control Instructions.
Student Pilot
Mesa Falcon Field (FFZ)
The pilot deviation was reported by the FFZ tower when a solo student pilot in a Piper aircraft was instructed to fly straight out after departing on RWY 22L but failed to comply. The Piper didn’t continue straight out but proceeded to turn left for a left crosswind. Due to traffic inbound, the controller issued instructions for the Piper to turn left, cross over the airport midfield, and change to runway 22R. The Piper did not comply with these instructions but continued to fly a left downwind towards inbound traffic. The controller reiterated the instructions to turn left and cross midfield, but the Piper did not comply. Eventually, the Piper was instructed to make a 360 because they were in direct conflict with inbound traffic. Traffic alerts were issued, and multiple 360° turns were issued to multiple aircraft. Eventually the Piper was re-sequenced and landed on runway 22L.
9/16 Failure to follow the Air Traffic Control Instructions.
Private Pilot
Mesa Falcon Field (FFZ)
The pilot deviation was reported by the FFZ tower when the Piper aircraft did not follow ATC’s instructions to enter the traffic pattern.
9/18 Failure to follow the Air Traffic Control Instructions.
Commercial/CFI Pilot
Mesa Falcon Field (FFZ)
The Piper aircraft was inbound from the southeast and was instructed to enter a midfield right downwind for RWY 4R. The Piper crossed over the airport, thus creating a conflict with another aircraft on the left downwind. The controller vectored the other aircraft on downwind to avoid a conflict with the Piper. The controller vectored the Piper to the correct downwind.
10/12 Failure to follow the Air Traffic Control Instructions.
Student Pilot
Mesa Falcon Field (FFZ)
The Piper was on a base leg and made an unapproved 360° turn. After the 360° turn, the Piper was told to turn back to final, but instead turned south, away from final. The controller had the Piper turn back toward the numbers and cleared the pilot to land. No conflict with other traffic occurred, but other aircraft needed to be maneuvered to follow the Piper.
RUNWAY INCURSIONS
9/14 Entering a runway without ATC authorization.
Student Pilot
Mesa Falcon Field (FFZ)
This is a case where a Piper aircraft being operated by a student pilot taxied down Runway 22R without ATC authorization. The Piper was holding short of Runway 22R on Taxiway Echo 4 and was repositioning to the ramp. The controller instructed the Piper to cross Runway 22R and hold short of Runway 22L. The read back was correct, and the controller cleared another aircraft for takeoff that was holding short of Runway 22R, anticipating separation with the crossing Piper. Unfortunately, the Piper made a right turn on Runway 22R instead of crossing the runway. The controller quickly canceled the takeoff clearance of the aircraft that was holding after they had crossed the hold short line, but prior to their entering on the runway. The controller then issued instructions for the Piper to clear Runway 22R.
9/16 Entering a runway without ATC authorization.
Commercial Pilot
From Texas
Phoenix Sky Harbor (PHX)
The pilot deviation was reported by PHX when the Cessna Citation entered taxiway Foxtrot and crossed the hold short line for runway 7R without ATC authorization.
9/21 Entering a runway without ATC authorization.
UNK Pilot Certification
Mesa Falcon Field (FFZ)
The pilot deviation was reported by FFZ ATC when the Piper aircraft crossed the hold short line and was holding short of runway 4R at the edge of the runway.
9/29 Entering a runway without ATC authorization.
Private Pilot
Prescott Airport (PRC)
The Cessna was instructed to "hold short of RWY 21L at taxiway C4”, and the pilot read back the hold short instructions correctly. Unfortunately, the Cessna crossed the hold short bar at C4, and held short of the runway edge line. At the time of the incident there was an aircraft on a departure roll, an aircraft holding in position, and an aircraft on a 1-1/2 statute mile final. The aircraft holding in position remained holding and the aircraft on final was forced to go around to accommodate the runway crossing of the Cessna. After the crossing was complete the Ground Controller issued the Brasher warning to the Cessna, and they taxied to Eagle Air repair without further incident.
9/29 Entering a runway without ATC authorization.
Commercial/CFI Pilot
Gateway Airport (IWA)
A Piper requested a 1000-foot pattern short approach followed by a full stop landing. The Piper was cleared to land on runway 12R, and the controller received a correct read back. The Piper was then observed departing on runway 12R, and when queried, they confirmed they had conducted a touch and go. This resulted in a loss of wake turbulence separation due to a preceding C130 departure. No other aircraft were impacted, and no other loss of aircraft separation had occurred.