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Flight crew of an light transport cpr jet lost communications with departure control during climb after takeoff in class B airspace. However, after making contact on another frequency, making additional attempts on the assigned frequency, and wandering off of assigned heading, contact was established with no further communications problems.
| Attributes | |
| ACN | 374015 |
| Time | |
| Date | 199707 |
| Day | Mon |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : spx |
| State Reference | TX |
| Altitude | msl bound lower : 3000 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : iah |
| Operator | general aviation : corporate |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Operating Under FAR Part | Part 91 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 19000 flight time type : 2000 |
| ASRS Report | 374015 |
| Person 2 | |
| Affiliation | Other |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : commercial |
| Events | |
| Anomaly | aircraft equipment problem : less severe non adherence : clearance other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | aircraft : equipment problem dissipated flight crew : overcame equipment problem |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | other |
Narrative:
Took off from spx on runway 31. Was en route to lfk (010 degrees). Was given climb to 3000 ft and heading 170 degrees. Started turn and climb. Copilot attempted contact with hou approach on 134.45. Several attempts by both pilots, no contact. Tried 119.7. Made contact. Advised no contact on 134.45. Told to go back to 134.45. Both pilots attempted contact again, no contact. Back to 119.7. Told controller no contact and he got irate when asked for a turn on course and higher altitude. Told to go back to 134.45. During communications problem, I remained in VMC trying to work with approach to solve problem and get an on course (or close) heading, rather than a heading 180 degrees out. Finally established communications and made a long turn of 420 degrees total to finally get an on course heading. I finally got communications 12 mi northeast of spx, having stopped turn and climb to solve problem. At some point during this melee, I was told how busy approach was and how wrong I was. I did notice the controller had time to chat for about a min with some airline guy about some issue irrelevant to flying or the business at hand. I had to wait to make contact while this went on. I understand traffic flow, etc. Approach controls (stress plural) should understand that in a jet or any aircraft, making a turn to 180 degrees from where you are going, can be rather ridiculous when it is not a standard act. Holding a performance aircraft down at low altitude when they can climb above slower, lower traffic creates fuel and other problems which are really unnecessary. Houston approach is a fine outfit. Sometimes, we all make mistakes and have a bad day.
Original NASA ASRS Text
Title: FLC OF AN LTT CPR JET LOST COMS WITH DEP CTL DURING CLB AFTER TKOF IN CLASS B AIRSPACE. HOWEVER, AFTER MAKING CONTACT ON ANOTHER FREQ, MAKING ADDITIONAL ATTEMPTS ON THE ASSIGNED FREQ, AND WANDERING OFF OF ASSIGNED HDG, CONTACT WAS ESTABLISHED WITH NO FURTHER COMS PROBS.
Narrative: TOOK OFF FROM SPX ON RWY 31. WAS ENRTE TO LFK (010 DEGS). WAS GIVEN CLB TO 3000 FT AND HDG 170 DEGS. STARTED TURN AND CLB. COPLT ATTEMPTED CONTACT WITH HOU APCH ON 134.45. SEVERAL ATTEMPTS BY BOTH PLTS, NO CONTACT. TRIED 119.7. MADE CONTACT. ADVISED NO CONTACT ON 134.45. TOLD TO GO BACK TO 134.45. BOTH PLTS ATTEMPTED CONTACT AGAIN, NO CONTACT. BACK TO 119.7. TOLD CTLR NO CONTACT AND HE GOT IRATE WHEN ASKED FOR A TURN ON COURSE AND HIGHER ALT. TOLD TO GO BACK TO 134.45. DURING COMS PROB, I REMAINED IN VMC TRYING TO WORK WITH APCH TO SOLVE PROB AND GET AN ON COURSE (OR CLOSE) HDG, RATHER THAN A HDG 180 DEGS OUT. FINALLY ESTABLISHED COMS AND MADE A LONG TURN OF 420 DEGS TOTAL TO FINALLY GET AN ON COURSE HDG. I FINALLY GOT COMS 12 MI NE OF SPX, HAVING STOPPED TURN AND CLB TO SOLVE PROB. AT SOME POINT DURING THIS MELEE, I WAS TOLD HOW BUSY APCH WAS AND HOW WRONG I WAS. I DID NOTICE THE CTLR HAD TIME TO CHAT FOR ABOUT A MIN WITH SOME AIRLINE GUY ABOUT SOME ISSUE IRRELEVANT TO FLYING OR THE BUSINESS AT HAND. I HAD TO WAIT TO MAKE CONTACT WHILE THIS WENT ON. I UNDERSTAND TFC FLOW, ETC. APCH CTLS (STRESS PLURAL) SHOULD UNDERSTAND THAT IN A JET OR ANY ACFT, MAKING A TURN TO 180 DEGS FROM WHERE YOU ARE GOING, CAN BE RATHER RIDICULOUS WHEN IT IS NOT A STANDARD ACT. HOLDING A PERFORMANCE ACFT DOWN AT LOW ALT WHEN THEY CAN CLB ABOVE SLOWER, LOWER TFC CREATES FUEL AND OTHER PROBS WHICH ARE REALLY UNNECESSARY. HOUSTON APCH IS A FINE OUTFIT. SOMETIMES, WE ALL MAKE MISTAKES AND HAVE A BAD DAY.
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.