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Private pilot of an small aircraft descended from assigned altitude to avoid flying into an overcast resulting in a conflict with another aircraft.
| Attributes | |
| ACN | 270052 |
| Time | |
| Date | 199404 |
| Day | Sun |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : dfw airport : ads |
| State Reference | TX |
| Altitude | msl bound lower : 3100 msl bound upper : 3500 |
| Environment | |
| Flight Conditions | Mixed |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : dfw |
| Operator | general aviation : instructional |
| Make Model Name | Sport 19 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | cruise other |
| Flight Plan | None |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 135 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Qualification | pilot : private |
| Experience | flight time last 90 days : 42 flight time total : 145 flight time type : 42 |
| ASRS Report | 270052 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : less severe conflict : airborne less severe inflight encounter : weather inflight encounter other non adherence : clearance |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : anomaly accepted |
| Consequence | Other |
| Miss Distance | horizontal : 2500 vertical : 200 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On a returning flight from midland airpark to addison airport on apr/sun/94, regional approach assigned me an altitude of 3500 ft MSL and to fly direct dfw. I was approaching from the southwest. They determined the mode C on the plane's transponder was transmitting an incorrect altitude, so approach told me to turn the mode C off and leave the transponder on. I deviated from 3500 ft MSL to 3100 ft MSL to maintain VFR because I am not instrument rated, the airplane was not instrument certified and there was not an IFR flight plan filed. I intended to make my intentions known as soon as there was a break in the conversation on the radio. Before I could call approach, an air carrier twin turboprop passed my left side headed west and climbing to his altitude. He acknowledged me in sight after ATC advised him of my presence. I immediately cut into the conversation and gave my altitude. Approach then told me to turn left to 270 degrees. I followed the direction and they vectored me around dfw international to the north and into addison airport. The only way I believe this situation could have been prevented is if approach had vectored me around the class B as soon as the mode C failure had been idented, especially since the density in air traffic was so heavy for that moment. As for myself, if I have this type of failure again, that will be my request. One factor that might play in the human performance on my part is fatigue. I only had 2 hours of sleep the night before waiting for thunderstorms to clear.
Original NASA ASRS Text
Title: PVT PLT OF AN SMA DSNDED FROM ASSIGNED ALT TO AVOID FLYING INTO AN OVCST RESULTING IN A CONFLICT WITH ANOTHER ACFT.
Narrative: ON A RETURNING FLT FROM MIDLAND AIRPARK TO ADDISON ARPT ON APR/SUN/94, REGIONAL APCH ASSIGNED ME AN ALT OF 3500 FT MSL AND TO FLY DIRECT DFW. I WAS APCHING FROM THE SW. THEY DETERMINED THE MODE C ON THE PLANE'S XPONDER WAS XMITTING AN INCORRECT ALT, SO APCH TOLD ME TO TURN THE MODE C OFF AND LEAVE THE XPONDER ON. I DEVIATED FROM 3500 FT MSL TO 3100 FT MSL TO MAINTAIN VFR BECAUSE I AM NOT INST RATED, THE AIRPLANE WAS NOT INST CERTIFIED AND THERE WAS NOT AN IFR FLT PLAN FILED. I INTENDED TO MAKE MY INTENTIONS KNOWN AS SOON AS THERE WAS A BREAK IN THE CONVERSATION ON THE RADIO. BEFORE I COULD CALL APCH, AN ACR TWIN TURBOPROP PASSED MY L SIDE HEADED W AND CLBING TO HIS ALT. HE ACKNOWLEDGED ME IN SIGHT AFTER ATC ADVISED HIM OF MY PRESENCE. I IMMEDIATELY CUT INTO THE CONVERSATION AND GAVE MY ALT. APCH THEN TOLD ME TO TURN L TO 270 DEGS. I FOLLOWED THE DIRECTION AND THEY VECTORED ME AROUND DFW INTL TO THE N AND INTO ADDISON ARPT. THE ONLY WAY I BELIEVE THIS SITUATION COULD HAVE BEEN PREVENTED IS IF APCH HAD VECTORED ME AROUND THE CLASS B AS SOON AS THE MODE C FAILURE HAD BEEN IDENTED, ESPECIALLY SINCE THE DENSITY IN AIR TFC WAS SO HVY FOR THAT MOMENT. AS FOR MYSELF, IF I HAVE THIS TYPE OF FAILURE AGAIN, THAT WILL BE MY REQUEST. ONE FACTOR THAT MIGHT PLAY IN THE HUMAN PERFORMANCE ON MY PART IS FATIGUE. I ONLY HAD 2 HRS OF SLEEP THE NIGHT BEFORE WAITING FOR TSTMS TO CLR.
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.