|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : 74d|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||tower : gso|
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Retractable Gear|
|Flight Phase||climbout : takeoff|
|Function||oversight : airport manager|
|Qualification||other other : other|
pilot : cfi
|Function||flight crew : single pilot|
|Qualification||pilot : private|
|Anomaly||inflight encounter : vfr in imc|
non adherence : far
|Independent Detector||other other : unspecified|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : reviewed incident with flight crew|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
I felt it encumbant upon me as the manager of the airport and I witnessed a yound and recently licensed flight instrument take off with another young privately licensed pilot (who I have the flight instrument of one of the pilots to do what I could to been asked by his father to prepare for an instrument flight remedy the situation and so I called the private pilot's father test) take off VFR west/O the benefit of any kind of flight plan who is the owner of the aircraft, who I also taught to fly, and explained the situation to him, hoping that he would into what were obviously very low IFR conditions. Wheeling support me in a severe censure of one of his sons. Was calling 200' ceilings obscured and 1/4 mi with fog. However, I was disappointed with the outcome. His son told this I have a taped recording of. Parkersburg and him a story about being on a flight plan that they had morgantown were both reporting low IFR conditions. The aircraft entered clouds and disappeared before it had traveled to obtained through pit approach, neither of them seemed aware that pit could not do that even if they wanted to. Father the end of the runway. It appeared 2 times after that as it and his son however seem affronted by my attitude and seem circled in and out of the ragged overcast between 600-800' above oblivious as to the willfully stupid, selfish and the surface. Finally the aircraft seemed to depart toward the bellaire VOR. The aircraft, an small aircraft, entered cloud about 3/4 of dangerous manner that the flight in question was conducted. The way down the runway. I called the parkerspurg FSS and this is a very difficult situation for me, because I have no desire to mire the career of the young son, but having talked to the supervisor there who informed me that the aircraft in originally been responsible for the young man's first solo question had been briefed on more than 1 occasion that flight, I hate to see him be trained with a bad attitude and morning and VFR was not recommended. No flts were into almost criminal habits that it left uncorrected will registered for that aircraft with them at that time. I followed that call up with a call to a pittsburgh FSDO surely lead to disaster. Father who owns the aircraft in question asked me to research the aircraft logbooks for him safety operations inspector. After discussing the event with that inspector who's name I cannot now remember, we mutually which I did. I pointed out to him that ad 81-18-04 was at agreed that the situation would be too difficult to prove least 400 hours overdue and that his aircraft was in danger of and therefore to pursue. Experiencing oil pump failure. He called around and finally found someone who told him that the ad was not important. Callback conversation with reporter revealed the following: has not discussed the incident with the FAA but has brought to the attention of the instrument who asked him not to report to the FAA. Suggested he consider the FAA hotline to at least get it on record. The aircraft owner has moved to another aircraft and apparently is causing the same problems. Reference to the drug problem was hearsay.
Original NASA ASRS Text
Title: SMA ACFT DEP IN IMC CONDITIONS WITHOUT CLRNC OR FILING FLT PLAN.
Narrative: I FELT IT ENCUMBANT UPON ME AS THE MGR OF THE ARPT AND I WITNESSED A YOUND AND RECENTLY LICENSED FLT INSTR TAKE OFF WITH ANOTHER YOUNG PRIVATELY LICENSED PLT (WHO I HAVE THE FLT INSTR OF ONE OF THE PLTS TO DO WHAT I COULD TO BEEN ASKED BY HIS FATHER TO PREPARE FOR AN INSTRUMENT FLT REMEDY THE SITUATION AND SO I CALLED THE PVT PLT'S FATHER TEST) TAKE OFF VFR W/O THE BENEFIT OF ANY KIND OF FLT PLAN WHO IS THE OWNER OF THE ACFT, WHO I ALSO TAUGHT TO FLY, AND EXPLAINED THE SITUATION TO HIM, HOPING THAT HE WOULD INTO WHAT WERE OBVIOUSLY VERY LOW IFR CONDITIONS. WHEELING SUPPORT ME IN A SEVERE CENSURE OF ONE OF HIS SONS. WAS CALLING 200' CEILINGS OBSCURED AND 1/4 MI WITH FOG. HOWEVER, I WAS DISAPPOINTED WITH THE OUTCOME. HIS SON TOLD THIS I HAVE A TAPED RECORDING OF. PARKERSBURG AND HIM A STORY ABOUT BEING ON A FLT PLAN THAT THEY HAD MORGANTOWN WERE BOTH RPTING LOW IFR CONDITIONS. THE ACFT ENTERED CLOUDS AND DISAPPEARED BEFORE IT HAD TRAVELED TO OBTAINED THROUGH PIT APCH, NEITHER OF THEM SEEMED AWARE THAT PIT COULD NOT DO THAT EVEN IF THEY WANTED TO. FATHER THE END OF THE RWY. IT APPEARED 2 TIMES AFTER THAT AS IT AND HIS SON HOWEVER SEEM AFFRONTED BY MY ATTITUDE AND SEEM CIRCLED IN AND OUT OF THE RAGGED OVCST BTWN 600-800' ABOVE OBLIVIOUS AS TO THE WILLFULLY STUPID, SELFISH AND THE SURFACE. FINALLY THE ACFT SEEMED TO DEPART TOWARD THE BELLAIRE VOR. THE ACFT, AN SMA, ENTERED CLOUD ABOUT 3/4 OF DANGEROUS MANNER THAT THE FLT IN QUESTION WAS CONDUCTED. THE WAY DOWN THE RWY. I CALLED THE PARKERSPURG FSS AND THIS IS A VERY DIFFICULT SITUATION FOR ME, BECAUSE I HAVE NO DESIRE TO MIRE THE CAREER OF THE YOUNG SON, BUT HAVING TALKED TO THE SUPVR THERE WHO INFORMED ME THAT THE ACFT IN ORIGINALLY BEEN RESPONSIBLE FOR THE YOUNG MAN'S FIRST SOLO QUESTION HAD BEEN BRIEFED ON MORE THAN 1 OCCASION THAT FLT, I HATE TO SEE HIM BE TRAINED WITH A BAD ATTITUDE AND MORNING AND VFR WAS NOT RECOMMENDED. NO FLTS WERE INTO ALMOST CRIMINAL HABITS THAT IT LEFT UNCORRECTED WILL REGISTERED FOR THAT ACFT WITH THEM AT THAT TIME. I FOLLOWED THAT CALL UP WITH A CALL TO A PITTSBURGH FSDO SURELY LEAD TO DISASTER. FATHER WHO OWNS THE ACFT IN QUESTION ASKED ME TO RESEARCH THE ACFT LOGBOOKS FOR HIM SAFETY OPS INSPECTOR. AFTER DISCUSSING THE EVENT WITH THAT INSPECTOR WHO'S NAME I CANNOT NOW REMEMBER, WE MUTUALLY WHICH I DID. I POINTED OUT TO HIM THAT AD 81-18-04 WAS AT AGREED THAT THE SITUATION WOULD BE TOO DIFFICULT TO PROVE LEAST 400 HRS OVERDUE AND THAT HIS ACFT WAS IN DANGER OF AND THEREFORE TO PURSUE. EXPERIENCING OIL PUMP FAILURE. HE CALLED AROUND AND FINALLY FOUND SOMEONE WHO TOLD HIM THAT THE AD WAS NOT IMPORTANT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: HAS NOT DISCUSSED THE INCIDENT WITH THE FAA BUT HAS BROUGHT TO THE ATTN OF THE INSTR WHO ASKED HIM NOT TO RPT TO THE FAA. SUGGESTED HE CONSIDER THE FAA HOTLINE TO AT LEAST GET IT ON RECORD. THE ACFT OWNER HAS MOVED TO ANOTHER ACFT AND APPARENTLY IS CAUSING THE SAME PROBS. REF TO THE DRUG PROB WAS HEARSAY.
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.