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 thus enhance aviation safety.
In the time period from January 14 through February 9 there were twenty-seven pilot deviations recorded by the FAA SDL FSDO. These deviations were committed by pilot certificate levels from Student through ATP/CFI, and of these twenty-seven deviations made, there was a need to issue nine Brashers. This month there were also twelve out of state pilots, and one from Mexico that committed the deviations. One of the Brashers issued may have involved more than one Military pilot because the incident involved a KC135 Tanker and several F18 fighters. The number of deviations reported were certainly up for this period.
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 information, and their thoughts for their future interaction with Flight Standards.
Pilots need to listen carefully to ATC instructions and follow them, and if you can’t comply, tell ATC why you can’t. When flying in controlled airspace, pilots shouldn’t try be creative, but talk to ATC before they do something that differs from the instructions given. Always be aware of what type of airspace you are flying in, or may be about to enter, and know what may be expected of you. Always fly with care and forethought.
The details of the deviations this month are as follows:
IFR DEVIATION
1/16 IFR Altitude
Private Pilot
Out of California
Albuquerque Center (ZAB)
The Cessna was flying level at 10,000 ft MSL when the ZAB center controller cleared the Cessna to turn to a 360° heading. The aircraft read back the clearance correctly, but they did not begin the turn in a timely manner which resulted in the aircraft entering into a minimum IFR altitude area of 10,200 ft MSL. The controller issued a Brasher.
1/17 IFR Altitude
Private Pilot
Out of Washington
Phoenix TRACON (P50)
The Cirrus was southwest bound at 10,000 feet MSL, and was assigned a routing, ROSEE - IWA - FFZ. After passing ROSEE intersection, the Cirrus began a descent that was unassigned by ATC. The Cirrus’ unauthorized descent resulted in a loss of separation with Terrain/Obstacles.
1/18 IFR Route & NORDO
Commercial/CFI
Out of Georgia
Albuquerque Center (ZAB)
At 1553Z, Tucson Approach cleared an aircraft to deviate 30 degrees right and then, when able, to proceed direct to T306. After that clearance, the aircraft did not answer any of the multiple radio calls made by ATC. The aircraft remained out of communication with ATC until 1610Z, when the controller established communications. During this NORDO period the aircraft violated the TOMBSTONE MOA which was active. The controller issued a Brasher.
1/23 IFR Altitude
Commercial/CFI Pilot
Out of Texas
Albuquerque Center (ZAB)
The aircraft was level at 10,000 ft MSL, and had been cleared direct to SSO, then direct, and landing at DMN (Deming, NM). At 1746Z, the aircraft requested to change the destination to P33 (Willcox, AZ). The controller cleared the aircraft to P33 via radar vectors. Then at 1749Z, the controller asked the aircraft what approach he was requesting. The aircraft responded “the RNAV03” approach. The controller cleared the aircraft direct NOCHI, and direct KAYEP. At 1753Z, the controller observed the aircraft below the assigned altitude, and issued a low altitude alert. The aircraft had made an unauthorized descent to 9,200 ft which resulted in a loss of separation with terrain due to aircraft being in a 9,700 foot minimum IFR altitude area. The controller issued a Brasher notice.
1/26 IFR Altitude & NORDO
Private Pilot
Out of California
Albuquerque Center (ZAB)
The aircraft was inbound to Winslow (INW) at FL190. The ZAB center controller issued a descent clearance to FL140, and a clearance to go off frequency for the current weather and then to report back on frequency. The aircraft then replied with, "Will Do". The aircraft did not report back on frequency, and at 1646Z it had descended below FL140. At 1649Z, the aircraft had descended below the Minimum IFR Altitude of 9,700 ft to 9,200 ft. The aircraft then descended below the Minimum IFR Altitude of 9,000 ft to 8,000 ft. Multiple safety alerts were issued. The controller was finally able to raise the aircraft on the Winslow UNICOM. The pilot thought he had been cleared for the approach, and assumed he was VFR. The pilot also mentioned it was a training flight, and the pilots were concentrating on the approach. The pilot stated that he thought he had been cleared for the approach and assumed that he was VFR.
2/2 IFR Altitude
Pilot Certification UNK
Phoenix TRACON (P50)
The aircraft departed Scottsdale on the standard 335° departure heading, and it appeared they had issues with their transponder, and did not ‘tag up’ until they were 3 miles north of Scottsdale. The PHX TRACON Biltmore controller reached out to the aircraft when they were 6 miles north of Scottsdale, and had not checked in yet. The Scottsdale ATC called the Biltmore controller at the same time to advise the Biltmore controller that the aircraft’s radio was not switching to departure, and the Biltmore controller issued a climb to 7,000 ft. through the Scottsdale controller, and advised that if they cannot fix the radio, they will have to return to Scottsdale, and land. The aircraft then checked in with the Biltmore controller, and advised they were level at 5,000 ft. Unfortunately, they were 2 miles from a 6,000 ft. Minimum Vectoring Altitude (MVA) area, and the controller issued instructions to climb immediately, however the aircraft entered the 6,000 ft. MVA area prior to beginning the climb. The Biltmore controller issued a low altitude alert, and again issued a climb to 7,000 ft. expeditiously. The aircraft then began to climb, and continued its flight to Mexico.
CLASS BRAVO AIRSPACE DEVIATION
1/22 Entering Class Bravo Airspace Without Authorization
Private Pilot
PHX TRACON
The aircraft flew into the Class Bravo Airspace at 7,400 ft. descending to 4,500ft in the 4,000 - 9,000 ft., and the 5,000 ft - 9,000 ft shelves. The Deer Valley ATC issued the Brasher warning.
Later, the pilot stated he was having difficulty sequencing his auto pilot properly and knew he had violated the Class Bravo Airspace. He stated that once he knew he had violated the airspace he descended immediately to get out of it. There was no loss of separation with traffic.
1/23 Entering Class Bravo Airspace Without Authorization
Commercial/CFI Pilot
Out of Idaho
PHX TRACON
The aircraft was observed entering the PHX Class Bravo Airspace and the aircraft was tracked as a violator. When the aircraft landed at Falcon Field (FFZ) the PHX TRACON had FFZ give the pilot a Brasher warning. The aircraft appeared to depart FFZ in a climbing right turn to 4,100 ft. The bottom of the Bravo is 4,000 ft. in that area.
2/3 Entering Class Bravo Airspace Without Authorization
ATP/CFI Pilot
Out of Florida
PHX TRACON
The aircraft departed Scottsdale Airport VFR and called the TRACON Biltmore controller. The aircraft had entered the Class Bravo Airspace without a clearance. There was no loss of traffic separation.
CLASS DELTA AIRSPACE DEVIATIONS
1/11 Entering Class Delta Airspace Without First Establishing Communication
Commercial Pilot
Out of Maine
Scottsdale Airport (SDL) Tower
The aircraft entered the Scottsdale Class Delta Airspace from the East at 3,000 ft MSL. The aircraft transitioned Northwest-bound and exited the airspace to the Northwest. Aircraft callsign was obtained via the ADS-B readout.
1/15 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
Out of California
Falcon Field Airport (FFZ) Tower
The aircraft cut through the northeast corner of the FFZ’s airspace inside of the Granite Reef Dam at 2,900 ft, MSL. There was no loss of traffic separation.
1/20 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
Deer Valley Airport (DVT) Tower
The aircraft departed from Scottsdale and flew through the DVT Class Delta surface area without a clearance. After multiple attempts on the various DVT frequencies, it was determined that the aircraft wasn't on any of their frequencies. Scottsdale was contacted by DVT ground control to see if they still had the aircraft on their frequency, but it was determined that the aircraft was no longer with them either. The errant aircraft had conflicted with multiple aircraft in the Deer Valley pattern.
1/22 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
Deer Valley Airport (DVT) Tower
The aircraft entered the DVT Class Delta Airspace from the northwest heading southeast. The pilot descended into the airspace but never established communications. The local controller attempted to establish communications but never received a response. No other aircraft were negatively impacted.
1/23 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
Falcon Field (FFZ) & Mesa Gateway (IWA)
The aircraft flew northbound from Chandler, and then turned towards the Superstition Springs Mall. The aircraft then proceeded to do multiple orbits over the mall, entering both the FFZ and IWA Delta Airspace repeatedly. The aircraft landed at Chandler, and CHD was instructed to issue Brasher warnings for both FFZ and IWA. Traffic calls had to be issued, but no urgent action was needed to avoid immediate conflicts with the errant aircraft.
1/30 Entering Class Delta Airspace Without First Establishing Communication
Private Pilot
Falcon Field (FFZ)
The aircraft called inbound to Falcon Field and was told to remain outside the FFZ Class Delta Airspace. The aircraft entered the Delta Airspace at 2,800 ft MSL from the south, and flew northeast bound through the Delta Airspace and climbed to 3,000 ft. The controller reached out and gave pattern entry instructions. There was no loss of separation with other traffic.
RUNWAY INCURSION
1/8 Entering a Runway Without Authorization.
Commercial/CFI Pilot
Out of New Mexico
Tucson Airport (TUS)
The Cessna landed on RWY 11L, and was given instructions to turn left at taxiway A11, and contact ground. The Cessna turned right instead, called Ground Control, and taxied past all hold bars, and onto RWY 11R.
A Piper was on short final for RWY 11R, doing pattern work, and had to be sent around. The Cessna called back to the controller, and was given instructions to turn right onto RWY 11R, and to turn right at Taxiway A8, cross RWY 11L and contact Ground Control. The Cessna did just as instructed, and then was issued the Brasher by the TUS Ground Control.
1/11 Entering a Runway Without Authorization.
Student Pilot
Mesa Falcon Field (FFZ)
The aircraft was piloted by a student on his first solo flight. When he was number one for departure, the pilot contacted the tower, and was instructed to hold short of RWY 22L due to landing traffic. The pilot properly read back the hold short instructions, however, 10 seconds later the aircraft pulled out onto RWY 22L and began what appeared to be a takeoff roll. The controller observed this and instructed the aircraft to to stop the departure roll and exit the runway. A Brasher warning was issued on the Ground Frequency.
1/13 Entering a Runway Without Authorization.
ATP Pilot
Out of Virginia
Sky Harbor Airport (PHX)
A Gulfstream turned onto Runway 7R without ATC authorization. The controller instructed the Gulfstream to cross Runway 7R at Taxiway Golf 4, and turn on Taxiway Hotel. The read back was correct. The Gulfstream entered Runway 7R and made a right turn on the runway heading westbound. The controller issued a go around to an Embraer that was on an approximate 1 mile final.
1/14 Entering a Runway Without Authorization.
Private Pilot
Mesa Falcon Field (FFZ)
The Piper was instructed to hold short of RWY 4R at taxiway B while an aircraft was on an arrival rollout. The Piper crossed the hold short bars on taxiway B, and came to a stop short of the RWY 4R edge line. The arrival aircraft had already touched down, and was finishing the rollout when the Piper had crossed the hold short bars, therefore a go around was not possible. The loss of separation was estimated to be 75 feet.
1/16 Entering a Runway Without Authorization.
Pilot Certification UNK
Out of Mexico
Tucson Airport (TUS)
The aircraft entered Runway 11L without ATC authorization. Ground Control (GC) had instructed the airplane to taxi via Taxiway Delta to Runway 11L for departure, and the read back was correct. The aircraft did not stop short of the hold line for RWY 11L and GC instructed them to stop. The aircraft was on Runway 11L. The controller issued a go around to a Cirrus Vision Jet that was on an approximate 1 mile final for RWY 11L. Ground Control informed the aircraft to exit Runway 11L on Taxiway Alpha 3.
1/17 Entering a Runway Without Authorization.
Private Pilot
Phoenix Deer Valley (DVT)
The aircraft crossed the hold short line of Runway 25R without ATC authorization. Ground Control (GC) instructed the aircraft to taxi via Taxiway Alpha for a Runway 25R departure, and the read back was correct. The aircraft crossed the hold short line of Runway 25R. GC instructed them to hold position, and they stopped prior to the runway edge line. Fortunately no other traffic was involved.
1/21 Entering a Runway Without Authorization.
Private Pilot
Out of Colorado
Phoenix Deer Valley (DVT)
The pilot deviation was reported by the Deer Valley tower when the aircraft entered RWY 25L without ATC authorization.
1/25 Entering a Runway Without Authorization.
Commercial/CFI Pilot
out of California
Mesa Falcon Field (FFZ)
The Beechcraft landed on Runway 4R and exited on Taxiway Delta 9. Ground Control (GC) instructed the airplane to turn left on Taxiway Delta to taxi to the far end of the runway and hold short of Runway 4R on Taxiway Delta 10. The read back was correct, however, the Baron crossed the hold short line of Runway 4R, but it did not cross the runway edge line. A Piper was touching down on the runway at that time.
MOA AIRSPACE INCURSION
2/5 Entered into Active MOA airspace without ATC Authorization.
Military Pilots
Pilot Certification UNK
Albuquerque Center (ZAB)
A KC135 from March Air Reserve Base in Riverside was cleared to refuel three F18s in the OUTLAW/JACKAL MOA. Per a Letter of Agreement, clearance into the OUTLAW/JACKAL area is only for subsegments B and C of the MOA. The aircraft were observed outside of the B and C subsegments and into subsegment A. A WHISKEY Alert was issued, and both flights were issued the Brasher warning. The three F18s and KC135 lead pilots stated that they were not briefed by the 162nd squadron to remain clear of the A segment of the airspace. Their moving map does not depict the airspace subsegments.
SURFACE INCIDENT
1/20 A Pedestrian Entered a Movement Area Without Authorization.
No Pilot Certificate Required
Chandler Airport (CHD)
A pedestrian entered taxiway November without ATC authorization. The pedestrian was observed getting out of a golf cart near the taxiway run-up area and proceeding onto the taxiway to retrieve FOD.
1/24 Entered a Movement Area Without Authorization.
Commercial/CFI Pilot
Scottsdale Airport (SDL)
The aircraft taxied to Runway 21 at Taxiway Alpha 15 without ATC authorization. Ground Control (GC) had instructed the aircraft to taxi via Taxiway Alpha and join the ramp run-up area at Taxiway Alpha 15 for their run-up, but not to the runway. The aircraft taxied via Taxiway Alpha and made a right at Taxiway Alpha 15 and held short of Runway 21. The pilot called the controller that he was holding short of Runway 21 and advised their run-up was complete. No other traffic was involved.
1/25 Entered a Movement Area Without Authorization.
Unknown Pilot Certification
Scottsdale Airport (SDL)
The aircraft entered taxiway Alpha 15 without ATC authorization which blocked several IFR aircraft from departing, adding to the existing delays.