|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||atc facility : okk|
|Altitude||msl bound lower : 8500|
msl bound upper : 9200
|Controlling Facilities||artcc : zau|
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Retractable Gear|
|Flight Phase||cruise other|
|Route In Use||enroute other|
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 42|
flight time total : 2912
flight time type : 724
|Affiliation||government : faa|
|Function||controller : radar|
|Qualification||controller : radar|
|Anomaly||altitude deviation : excursion from assigned altitude|
inflight encounter : weather
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : exited adverse environment|
flight crew : returned to intended course or assigned course
|Air Traffic Incident||Pilot Deviation|
IFR flight from ekm to I21 at 9000'. I was switched from sbn departure to chicago center after being cleared to deviate west of course (V285 gsh to okk) then direct okk when able. I could hear chicago center talking to other aircraft but they failed to respond to my check-in for 6-8 minutes (estimated). During this time I entered heavy WX which did not show on the passive WX indicating system. WX included heavy rain and severe turbulence. After autoplt disconnect and slowing of airspeed I was unable to hold altitude (varied from 8500' to 9200' over period of approximately 3 minutes). Chicago finally responded to my calls. Told me they could not help me and switched me to gus approach. After about 1 minute which gus approach, I broke into clear and responded to gus questions about previous flight conditions. I realize not all center radar has WX graphic overlay. If chicago center had been able to see WX in my flight path and if they had not been so overloaded that they could not talk to me (on an IFR handoff), I would have had a safer, more comfortable flight. P.south. I also realize the limitations of the passive WX indicating system equipment. Thanks for listening.
Original NASA ASRS Text
Title: PLT OF LIGHT ACFT IN IFR FLT ENCOUNTERS TURBULENCE AND IS FORCED TO DEVIATE FROM ALT ASSIGNMENT.
Narrative: IFR FLT FROM EKM TO I21 AT 9000'. I WAS SWITCHED FROM SBN DEP TO CHICAGO CENTER AFTER BEING CLRED TO DEVIATE W OF COURSE (V285 GSH TO OKK) THEN DIRECT OKK WHEN ABLE. I COULD HEAR CHICAGO CENTER TALKING TO OTHER ACFT BUT THEY FAILED TO RESPOND TO MY CHECK-IN FOR 6-8 MINUTES (ESTIMATED). DURING THIS TIME I ENTERED HEAVY WX WHICH DID NOT SHOW ON THE PASSIVE WX INDICATING SYSTEM. WX INCLUDED HEAVY RAIN AND SEVERE TURBULENCE. AFTER AUTOPLT DISCONNECT AND SLOWING OF AIRSPEED I WAS UNABLE TO HOLD ALT (VARIED FROM 8500' TO 9200' OVER PERIOD OF APPROX 3 MINUTES). CHICAGO FINALLY RESPONDED TO MY CALLS. TOLD ME THEY COULD NOT HELP ME AND SWITCHED ME TO GUS APCH. AFTER ABOUT 1 MINUTE WHICH GUS APCH, I BROKE INTO CLEAR AND RESPONDED TO GUS QUESTIONS ABOUT PREVIOUS FLT CONDITIONS. I REALIZE NOT ALL CENTER RADAR HAS WX GRAPHIC OVERLAY. IF CHICAGO CENTER HAD BEEN ABLE TO SEE WX IN MY FLT PATH AND IF THEY HAD NOT BEEN SO OVERLOADED THAT THEY COULD NOT TALK TO ME (ON AN IFR HANDOFF), I WOULD HAVE HAD A SAFER, MORE COMFORTABLE FLT. P.S. I ALSO REALIZE THE LIMITATIONS OF THE PASSIVE WX INDICATING SYSTEM EQUIPMENT. THANKS FOR LISTENING.
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.