|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : pym|
|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||landing other|
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 13|
flight time total : 1296
flight time type : 500
|Function||other personnel other|
|Qualification||other other : other|
|Anomaly||aircraft equipment problem : less severe|
incursion : landing without clearance
non adherence : far
other anomaly other
|Independent Detector||other other : unspecified|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : assigned or threatened penalties|
faa : investigated
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Took off from tan on spur-of-the-moment breakfast flight to pym. Had not planned on flying before leaving home so did not have flight bag containing charts, headphones, etc. The aircraft belongs to a close friend with whom I share flight expenses. I did not notice that the aircraft documents had been removed from their plastic pocket where they are normally stowed. Because I frequently make the 10 min flight from tan to pym and was familiar with all aspects of the flight, airport confign, route, terrain, landmarks, and radio frequencys, I did not think it necessary to drive 15 mi each way to get my flight bag. I had all my required personal documents with me. Once the flight was underway, I realized that the cabin speaker was too weak to be intelligible. I had used my headset in the past, so did not know of the speaker problem. Once I had determined that I could not read radio xmissions, I decided to overfly pym at 3000 ft to check for traffic and the active runway. The wind was from 250 degrees, so it was obvious that runway 24 would be the active. Confirming this was the fact that a sailplane and towplane were lined up on the turf strip paralleling runway 24. I also noticed an aircraft on th east grass between the taxiway and the active runway (on the opposite side of runway 24 from the sailplane), but it appeared to be tied down and was well off the runway. I then initiated a descent to the southeast of pym and made a series of blind xmissions, as one would do with a CTAF, announcing my position and intentions as I entered the pattern in the normal manner. Had I been able to hear radio traffic, as I would have had I had my headset, I would have realized that I was still on 122.7 (tan) rather than 123.0 (pym). Being an uncontrolled field, I knew I would be legal to land without a functioning radio. I touched down on the numbers. The 12-15 KT wind shortened my rollout to +/-400 ft -- less than 1/3 the distance to the aircraft which I had seen from the air, and which I now could see, as I taxied closer, had gndlooped and collapsed 1 main gear leg. I shut down on the ramp in front of the restaurant and as I disembarked, was approached by a man who said he represented an aeronautics organization. He asked to see my license and medical certificate, which I produced. Then he asked for the aircraft's documents. It was only then that I realized that they had been removed from the plastic pocket out of sight by my left foot. Then an FAA maintenance inspector came over. I explained what had occurred and he took down information which he said would later be given to an operations inspector in burlington, ma, GADO. I retrieved all the aircraft's documents from the plane's owner within 2 hours. They were all in order. The inspector took photocopies and then said I was free to fly back to tan. The cause of my problem was not going home for my flight bag, also not checking documents before every flight. A lesson well learned! (NOTAM for closed runway was published 1/2 hour after I landed.) P.south. I am currently working on wings phase III.
Original NASA ASRS Text
Title: FOR PERSONAL REASONS THE RPTR DEPARTED FROM TAN TO PYM WITHOUT GETTING HIS FLT BAG WHICH INCLUDED CHARTS AND A HEADSET. ALSO, HE DID AN ABBREVIATED PREFLT SO DID NOT CHK TO SEE IF THE DOCUMENTS WERE ON BOARD. AFTER TKOF HE LEARNED THE SPEAKER DID NOT WORK WELL AND HE HAD NO HEADSET. HE CALLED IN THE BLIND ON WHAT HE THOUGHT WAS THE CTAF, BUT WAS NOT, AS APPROPRIATE AND LANDED. HE LANDED ON A RWY THAT WAS CLOSED DUE TO A DISABLED ACFT. AN AERONAUTICS REPRESENTATIVE DISCOVERED THE ACFT HAD NO DOCUMENTATION.
Narrative: TOOK OFF FROM TAN ON SPUR-OF-THE-MOMENT BREAKFAST FLT TO PYM. HAD NOT PLANNED ON FLYING BEFORE LEAVING HOME SO DID NOT HAVE FLT BAG CONTAINING CHARTS, HEADPHONES, ETC. THE ACFT BELONGS TO A CLOSE FRIEND WITH WHOM I SHARE FLT EXPENSES. I DID NOT NOTICE THAT THE ACFT DOCUMENTS HAD BEEN REMOVED FROM THEIR PLASTIC POCKET WHERE THEY ARE NORMALLY STOWED. BECAUSE I FREQUENTLY MAKE THE 10 MIN FLT FROM TAN TO PYM AND WAS FAMILIAR WITH ALL ASPECTS OF THE FLT, ARPT CONFIGN, RTE, TERRAIN, LANDMARKS, AND RADIO FREQS, I DID NOT THINK IT NECESSARY TO DRIVE 15 MI EACH WAY TO GET MY FLT BAG. I HAD ALL MY REQUIRED PERSONAL DOCUMENTS WITH ME. ONCE THE FLT WAS UNDERWAY, I REALIZED THAT THE CABIN SPEAKER WAS TOO WEAK TO BE INTELLIGIBLE. I HAD USED MY HEADSET IN THE PAST, SO DID NOT KNOW OF THE SPEAKER PROB. ONCE I HAD DETERMINED THAT I COULD NOT READ RADIO XMISSIONS, I DECIDED TO OVERFLY PYM AT 3000 FT TO CHK FOR TFC AND THE ACTIVE RWY. THE WIND WAS FROM 250 DEGS, SO IT WAS OBVIOUS THAT RWY 24 WOULD BE THE ACTIVE. CONFIRMING THIS WAS THE FACT THAT A SAILPLANE AND TOWPLANE WERE LINED UP ON THE TURF STRIP PARALLELING RWY 24. I ALSO NOTICED AN ACFT ON TH E GRASS BTWN THE TXWY AND THE ACTIVE RWY (ON THE OPPOSITE SIDE OF RWY 24 FROM THE SAILPLANE), BUT IT APPEARED TO BE TIED DOWN AND WAS WELL OFF THE RWY. I THEN INITIATED A DSCNT TO THE SE OF PYM AND MADE A SERIES OF BLIND XMISSIONS, AS ONE WOULD DO WITH A CTAF, ANNOUNCING MY POS AND INTENTIONS AS I ENTERED THE PATTERN IN THE NORMAL MANNER. HAD I BEEN ABLE TO HEAR RADIO TFC, AS I WOULD HAVE HAD I HAD MY HEADSET, I WOULD HAVE REALIZED THAT I WAS STILL ON 122.7 (TAN) RATHER THAN 123.0 (PYM). BEING AN UNCTLED FIELD, I KNEW I WOULD BE LEGAL TO LAND WITHOUT A FUNCTIONING RADIO. I TOUCHED DOWN ON THE NUMBERS. THE 12-15 KT WIND SHORTENED MY ROLLOUT TO +/-400 FT -- LESS THAN 1/3 THE DISTANCE TO THE ACFT WHICH I HAD SEEN FROM THE AIR, AND WHICH I NOW COULD SEE, AS I TAXIED CLOSER, HAD GNDLOOPED AND COLLAPSED 1 MAIN GEAR LEG. I SHUT DOWN ON THE RAMP IN FRONT OF THE RESTAURANT AND AS I DISEMBARKED, WAS APCHED BY A MAN WHO SAID HE REPRESENTED AN AERONAUTICS ORGANIZATION. HE ASKED TO SEE MY LICENSE AND MEDICAL CERTIFICATE, WHICH I PRODUCED. THEN HE ASKED FOR THE ACFT'S DOCUMENTS. IT WAS ONLY THEN THAT I REALIZED THAT THEY HAD BEEN REMOVED FROM THE PLASTIC POCKET OUT OF SIGHT BY MY L FOOT. THEN AN FAA MAINT INSPECTOR CAME OVER. I EXPLAINED WHAT HAD OCCURRED AND HE TOOK DOWN INFO WHICH HE SAID WOULD LATER BE GIVEN TO AN OPS INSPECTOR IN BURLINGTON, MA, GADO. I RETRIEVED ALL THE ACFT'S DOCUMENTS FROM THE PLANE'S OWNER WITHIN 2 HRS. THEY WERE ALL IN ORDER. THE INSPECTOR TOOK PHOTOCOPIES AND THEN SAID I WAS FREE TO FLY BACK TO TAN. THE CAUSE OF MY PROB WAS NOT GOING HOME FOR MY FLT BAG, ALSO NOT CHKING DOCUMENTS BEFORE EVERY FLT. A LESSON WELL LEARNED! (NOTAM FOR CLOSED RWY WAS PUBLISHED 1/2 HR AFTER I LANDED.) P.S. I AM CURRENTLY WORKING ON WINGS PHASE III.
Data retrieved from NASA's ASRS site as of July 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.