|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : rdg|
|Altitude||msl bound lower : 3500|
msl bound upper : 12500
|Controlling Facilities||tracon : abe|
tracon : rdg
|Operator||general aviation : personal|
|Make Model Name||Small Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||descent other|
|Function||flight crew : single pilot|
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 63|
flight time total : 11200
flight time type : 6000
|Affiliation||government : faa|
|Function||controller : approach|
|Qualification||controller : radar|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other controllera|
|Resolutory Action||none taken : unable|
|Consequence||faa : reviewed incident with flight crew|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
On 8/fri/88 while ferrying an aircraft VFR to reading, PA, at a cruising altitude of 12500', 70 mi out, I received reading's ATIS Z, ceiling 3000' broken, visibility 10 mi. I began my descent to 4500' because I was wbound. After talking to williamsport FSS as I air filed outbnd and return, I kept descending to stay clear of clouds. While doing so, I inadvertently entered allentown's arsa, keeping clear of traffic at all times. At 23 mi northeast I contacted reading approach control for landing and after landing was told to contact allentown approach by phone. The problem is that the arsa is very poorly marked on the IFR charts. Devoting primary time to aircraft and visual sep, it was easy to fly past the small dots on the IFR chart. At no time was safety of flight affected, but the arsa should be more clearly marked to avoid this type of incident. All the TCA's and mra's are shaded on the IFR charts, making it clear on the IFR charts when the route of flight penetrates one of these areas. Since the arsa requires mandatory contact it would be advisable to have some clear demarcation of these areas on IFR charts.
Original NASA ASRS Text
Title: SMT PLT DESCENDED THROUGH ARSA WITHOUT CONTACT WITH CONTROLLING FAC.
Narrative: ON 8/FRI/88 WHILE FERRYING AN ACFT VFR TO READING, PA, AT A CRUISING ALT OF 12500', 70 MI OUT, I RECEIVED READING'S ATIS Z, CEILING 3000' BROKEN, VIS 10 MI. I BEGAN MY DSCNT TO 4500' BECAUSE I WAS WBOUND. AFTER TALKING TO WILLIAMSPORT FSS AS I AIR FILED OUTBND AND RETURN, I KEPT DSNDING TO STAY CLR OF CLOUDS. WHILE DOING SO, I INADVERTENTLY ENTERED ALLENTOWN'S ARSA, KEEPING CLR OF TFC AT ALL TIMES. AT 23 MI NE I CONTACTED READING APCH CTL FOR LNDG AND AFTER LNDG WAS TOLD TO CONTACT ALLENTOWN APCH BY PHONE. THE PROB IS THAT THE ARSA IS VERY POORLY MARKED ON THE IFR CHARTS. DEVOTING PRIMARY TIME TO ACFT AND VISUAL SEP, IT WAS EASY TO FLY PAST THE SMALL DOTS ON THE IFR CHART. AT NO TIME WAS SAFETY OF FLT AFFECTED, BUT THE ARSA SHOULD BE MORE CLEARLY MARKED TO AVOID THIS TYPE OF INCIDENT. ALL THE TCA'S AND MRA'S ARE SHADED ON THE IFR CHARTS, MAKING IT CLEAR ON THE IFR CHARTS WHEN THE ROUTE OF FLT PENETRATES ONE OF THESE AREAS. SINCE THE ARSA REQUIRES MANDATORY CONTACT IT WOULD BE ADVISABLE TO HAVE SOME CLEAR DEMARCATION OF THESE AREAS ON IFR CHARTS.
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.