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Cessna 150 flight instructor report being unable to comply with ATC altitude direction followed by an evasive maneuver for traffic.
| Attributes | |
| ACN | 1584513 |
| Time | |
| Date | 201810 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Dusk |
| Aircraft 1 | |
| Make Model Name | Cessna 150 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Climb |
| Route In Use | Other |
| Flight Plan | VFR |
| Aircraft 2 | |
| Make Model Name | Piper Single Undifferentiated or Other Model |
| Operating Under FAR Part | Part 91 |
| Person 1 | |
| Function | Instructor Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 20 Flight Crew Total 6000 |
| Events | |
| Anomaly | Conflict Airborne Conflict |
| Miss Distance | Horizontal 6000 |
Narrative:
Climb out of ZZZ; passing 2000 MSL for 4500 MSL VFR contacted approach (for class C passage. Heading out ZZZ was a heading of 187 for 10-15 miles; then a planned crossing [a large body of water] after gaining at least 3500 MSL for safe crossing (needed glide distance w/o floatation).at 2100 MSL climbing ATC directed an 'at/below 2500 MSL'. Student pilot replied 'unable 2500 after 60 seconds'. ATC did not acknowledge; but then gave two vectors to what I (the CFI) believed to be the other conflicting aircraft). 2 minutes later (approaching 3000 MSL) ATC queried our altitude and repeated the 2500 MSL restriction. I replied (as CFI) to ATC that we were unable to maintain that altitude because we needed to cross the water at a higher altitude. I heard in background a 'traffic alert' and the controller then called traffic '1-2 o'clock'. I sighted the traffic which was slightly moving in the windscreen; but not much. Possibly on collision course. I took the aircraft from the student and rolled a 45 degree right bank turn in VMC; reduced power and descended about 200 feet. I then called to ATC that traffic was in sight; no longer a factor; and I would keep in sight.I resumed the climb toward 4500 and crossed the water climbing through about 3300 MSL. After the crossing; ATC directed a call for debrief and I pledged to call after mission complete. Mission completed and I called ATC. Controller had gone home; so I followed the call in the morning as directed and debriefed ATC supervisor.
Original NASA ASRS Text
Title: Cessna 150 Flight Instructor report being unable to comply with ATC altitude direction followed by an evasive maneuver for traffic.
Narrative: Climb out of ZZZ; passing 2000 MSL for 4500 MSL VFR contacted Approach (for Class C passage. Heading out ZZZ was a heading of 187 for 10-15 miles; then a planned crossing [a large body of water] after gaining at least 3500 MSL for safe crossing (needed glide distance w/o floatation).At 2100 MSL climbing ATC directed an 'at/below 2500 MSL'. Student pilot replied 'unable 2500 after 60 seconds'. ATC did not acknowledge; but then gave two vectors to what I (the CFI) believed to be the other conflicting aircraft). 2 minutes later (approaching 3000 MSL) ATC queried our altitude and repeated the 2500 MSL restriction. I replied (as CFI) to ATC that we were unable to maintain that altitude because we needed to cross the water at a higher altitude. I heard in background a 'traffic alert' and the controller then called traffic '1-2 o'clock'. I sighted the traffic which was slightly moving in the windscreen; but not much. Possibly on collision course. I took the aircraft from the student and rolled a 45 degree right bank turn in VMC; reduced power and descended about 200 feet. I then called to ATC that traffic was in sight; no longer a factor; and I would keep in sight.I resumed the climb toward 4500 and crossed the water climbing through about 3300 MSL. After the crossing; ATC directed a call for debrief and I pledged to call after mission complete. Mission completed and I called ATC. Controller had gone home; so I followed the call in the morning as directed and debriefed ATC supervisor.
Data retrieved from NASA's ASRS site 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.