|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||atc facility : aye|
|Altitude||msl bound lower : 2900|
msl bound upper : 2900
|Controlling Facilities||tower : aye|
|Operator||general aviation : instructional|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Flight Phase||descent : approach|
|Function||instruction : instructor|
|Qualification||pilot : cfi|
pilot : commercial
pilot : instrument
|Experience||flight time last 90 days : 45|
flight time total : 420
flight time type : 289
|Function||instruction : trainee|
|Qualification||pilot : student|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : exited penetrated airspace|
flight crew : became reoriented
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
I departed ash with a spi at approximately XA30. We departed the ash air traffic area at 3000' indicated altitude on a southwest heading and passed over brookline, nh. At this time, we encountered widely scattered clouds that enabled us to climb to 4000' indicated altitude where the student executed 2 departure stalls and MCA. I reduced the engine power setting to idle at 4000' indicated altitude to have the student demonstrate engine failure and forced landing emergency procedures. The student quickly chose a destination airport south of our position, which I mistakenly idented as fitchburg airport. I judged that our altitude, in conjunction with the strong tailwind, was more than sufficient to permit a glide at idle power to a full stop landing at fitchburg airport. At approximately 3 NM and at an indicated altitude of 2900', I realized that I had mistaken moore aaf for fitchburg airport and that I had violated that air traffic area at moore aaf. For this flight, I had carried a north.Y. Sectional to point out ground references to orient the student to our immediate locale. Furthermore, I had anticipated using fitchburg airport as the landing site for the simulated engine failure because they used the same unicom frequency (122.7) that nashua had used prior to the opening of ash tower. As a result of not having a bos TCA chart available, I was unable to contact the moore aaf tower. I took corrective action by immediately executing a climb back to 3500' indicated altitude and exited the moore aaf air traffic area to the north. There was no airborne traffic conflict. I feel that I was specifically in error for having taken for granted my familiarity with the local airspace in the vicinity of ash and fitchburg and by not having a boston TCA chart with me at the time. I allowed the air traffic area violation by paying more attention to the student's performance of emergency procedures than by taking the time to correctly identify the student's proposed destination. In other words, I allowed cockpit events to take priority over events that were taking place outside of the airplane. This mistake will not occur again.
Original NASA ASRS Text
Title: UNAUTH PENETRATION OF ATA.
Narrative: I DEPARTED ASH WITH A SPI AT APPROX XA30. WE DEPARTED THE ASH ATA AT 3000' INDICATED ALT ON A SW HDG AND PASSED OVER BROOKLINE, NH. AT THIS TIME, WE ENCOUNTERED WIDELY SCATTERED CLOUDS THAT ENABLED US TO CLB TO 4000' INDICATED ALT WHERE THE STUDENT EXECUTED 2 DEP STALLS AND MCA. I REDUCED THE ENG PWR SETTING TO IDLE AT 4000' INDICATED ALT TO HAVE THE STUDENT DEMONSTRATE ENG FAILURE AND FORCED LNDG EMER PROCS. THE STUDENT QUICKLY CHOSE A DEST ARPT S OF OUR POS, WHICH I MISTAKENLY IDENTED AS FITCHBURG ARPT. I JUDGED THAT OUR ALT, IN CONJUNCTION WITH THE STRONG TAILWIND, WAS MORE THAN SUFFICIENT TO PERMIT A GLIDE AT IDLE PWR TO A FULL STOP LNDG AT FITCHBURG ARPT. AT APPROX 3 NM AND AT AN INDICATED ALT OF 2900', I REALIZED THAT I HAD MISTAKEN MOORE AAF FOR FITCHBURG ARPT AND THAT I HAD VIOLATED THAT ATA AT MOORE AAF. FOR THIS FLT, I HAD CARRIED A N.Y. SECTIONAL TO POINT OUT GND REFERENCES TO ORIENT THE STUDENT TO OUR IMMEDIATE LOCALE. FURTHERMORE, I HAD ANTICIPATED USING FITCHBURG ARPT AS THE LNDG SITE FOR THE SIMULATED ENG FAILURE BECAUSE THEY USED THE SAME UNICOM FREQ (122.7) THAT NASHUA HAD USED PRIOR TO THE OPENING OF ASH TWR. AS A RESULT OF NOT HAVING A BOS TCA CHART AVAILABLE, I WAS UNABLE TO CONTACT THE MOORE AAF TWR. I TOOK CORRECTIVE ACTION BY IMMEDIATELY EXECUTING A CLB BACK TO 3500' INDICATED ALT AND EXITED THE MOORE AAF ATA TO THE N. THERE WAS NO AIRBORNE TFC CONFLICT. I FEEL THAT I WAS SPECIFICALLY IN ERROR FOR HAVING TAKEN FOR GRANTED MY FAMILIARITY WITH THE LCL AIRSPACE IN THE VICINITY OF ASH AND FITCHBURG AND BY NOT HAVING A BOSTON TCA CHART WITH ME AT THE TIME. I ALLOWED THE ATA VIOLATION BY PAYING MORE ATTN TO THE STUDENT'S PERFORMANCE OF EMER PROCS THAN BY TAKING THE TIME TO CORRECTLY IDENT THE STUDENT'S PROPOSED DEST. IN OTHER WORDS, I ALLOWED COCKPIT EVENTS TO TAKE PRIORITY OVER EVENTS THAT WERE TAKING PLACE OUTSIDE OF THE AIRPLANE. THIS MISTAKE WILL NOT OCCUR AGAIN.
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.