|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : irs|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Flight Phase||ground : holding|
ground other : taxi
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : private
|Experience||flight time last 90 days : 40|
flight time total : 1608
|Anomaly||aircraft equipment problem : less severe|
non adherence : clearance
other spatial deviation
|Independent Detector||other controllera|
other flight crewa
|Resolutory Action||none taken : unable|
none taken : anomaly accepted
|Air Traffic Incident||Pilot Deviation|
I was given 133.55 for clearance delivery at sturgis from azo and frequency was unintelligible. Never could completely copy even after tuning second radio after 4+ repeats, left VFR and maintained until contact made. Poor quality signal apparently originated at azo as another aircraft also departing sturgis was also blocking me thinking they were talking with him. My best transmission was about 2000-2200' MSL when I heard 126.5 and contact was good on that frequency. Poor reception (lack of transmitter power) for clearance delivery has been bad in the past, but this was the worst. I am still unclear just what my clearance was (my radios were checked at cincinnati after incident and both ok). There was no apparent violations, no problems as I was able to maintain VFR until contact understood on 126.5, but the potential was there. It could have been an unsafe situation and I'm sure was as difficult for the controller as it was for me. He apparently gave me 090 degrees, not 190 degrees on clearance heading, but I'm still not sure. I had enough trouble copying squawk code, apparently got that correct, but it was much less important than copying correct heading. I also understood a 119.6 frequency, but never was able to contact on that one, heard 121.5 and communication was loud and clear. Would recommend power increase, change in antenna elevation or repeater. I love to fly, try to do my very best, but I am not going to commit suicide in a plane and I most certainly do not want to be responsible for anyone else getting hurt, especially for lack of a few watts of power. From controller's standpoint, not having stressing situations such as many repetitions of a clearance would also make their job a lot easier. They can use that, its got to be hard enough as it is.
Original NASA ASRS Text
Title: GA SMA UNABLE TO CONTACT GND CTL LOCATED 30 NM FROM TKOF ARPT. ACFT DEP VFR AND CONTINUED TO HAVE COM PROBLEMS AFTER TKOF RESULTING IN HEADING DEVIATION.
Narrative: I WAS GIVEN 133.55 FOR CLRNC DELIVERY AT STURGIS FROM AZO AND FREQ WAS UNINTELLIGIBLE. NEVER COULD COMPLETELY COPY EVEN AFTER TUNING SECOND RADIO AFTER 4+ REPEATS, LEFT VFR AND MAINTAINED UNTIL CONTACT MADE. POOR QUALITY SIGNAL APPARENTLY ORIGINATED AT AZO AS ANOTHER ACFT ALSO DEPARTING STURGIS WAS ALSO BLOCKING ME THINKING THEY WERE TALKING WITH HIM. MY BEST XMISSION WAS ABOUT 2000-2200' MSL WHEN I HEARD 126.5 AND CONTACT WAS GOOD ON THAT FREQ. POOR RECEPTION (LACK OF XMITTER PWR) FOR CLRNC DELIVERY HAS BEEN BAD IN THE PAST, BUT THIS WAS THE WORST. I AM STILL UNCLEAR JUST WHAT MY CLRNC WAS (MY RADIOS WERE CHKED AT CINCINNATI AFTER INCIDENT AND BOTH OK). THERE WAS NO APPARENT VIOLATIONS, NO PROBS AS I WAS ABLE TO MAINTAIN VFR UNTIL CONTACT UNDERSTOOD ON 126.5, BUT THE POTENTIAL WAS THERE. IT COULD HAVE BEEN AN UNSAFE SITUATION AND I'M SURE WAS AS DIFFICULT FOR THE CTLR AS IT WAS FOR ME. HE APPARENTLY GAVE ME 090 DEGS, NOT 190 DEGS ON CLRNC HDG, BUT I'M STILL NOT SURE. I HAD ENOUGH TROUBLE COPYING SQUAWK CODE, APPARENTLY GOT THAT CORRECT, BUT IT WAS MUCH LESS IMPORTANT THAN COPYING CORRECT HDG. I ALSO UNDERSTOOD A 119.6 FREQ, BUT NEVER WAS ABLE TO CONTACT ON THAT ONE, HEARD 121.5 AND COM WAS LOUD AND CLEAR. WOULD RECOMMEND PWR INCREASE, CHANGE IN ANTENNA ELEVATION OR REPEATER. I LOVE TO FLY, TRY TO DO MY VERY BEST, BUT I AM NOT GOING TO COMMIT SUICIDE IN A PLANE AND I MOST CERTAINLY DO NOT WANT TO BE RESPONSIBLE FOR ANYONE ELSE GETTING HURT, ESPECIALLY FOR LACK OF A FEW WATTS OF PWR. FROM CTLR'S STANDPOINT, NOT HAVING STRESSING SITUATIONS SUCH AS MANY REPETITIONS OF A CLRNC WOULD ALSO MAKE THEIR JOB A LOT EASIER. THEY CAN USE THAT, ITS GOT TO BE HARD ENOUGH AS IT IS.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.