37000 Feet

Browse and search NASA's Aviation Safety Reporting System

P50 controller described an approach event when he/she mis-handled an IFR aircraft believing the aircraft was VFR; claiming recent time off may have contributed to the lack of vigilance.

Narrative:

I sat down at a satellite sector (pima) which was combined with willy sector. Working arrivals/departures and overflights. Cessnas and pipers on this position are 'usually' VFR; conducting practice approaches. I vectored aircraft X for his approach. I descended aircraft X to 'maintain VFR at 3500'. I gave a heading to join; and a VFR approach clearance; specifically telling him to maintain VFR at all times. Aircraft X had these two opportunities to 'correct' me in my thinking that he was VFR. He didn't. I switched him to iwa tower. I also modified the data block to a '3K' tag instead of an automated stars transfer by flashing a 'hand off' to the tower. Because of this; iwa tower was wondering if I gave aircraft X an IFR approach clearance. I told them to give aircraft X back to me. Iwa tower put aircraft X back on my frequency. After apologizing; I issued a proper approach clearance and switched aircraft X prior to iwa class D. Recommendation; don't assume. I sat down and figured that aircraft X was VFR because he is VFR 99% of the time. After being off for a while; one should be extra vigilant for slip ups. One needs to shake off the rust. My first position assigned was a different handoff position. In retrospect; it probably would have been better to put someone returning from an vacation back on a radar position with a handoff; just so the 'rust' could be knocked off while having another set of eyes watching the operation.

	Enter your search terms Submit search form
	Web www.37000feet.com

Original NASA ASRS Text

Title: P50 controller described an approach event when he/she mis-handled an IFR aircraft believing the aircraft was VFR; claiming recent time off may have contributed to the lack of vigilance.

Narrative: I sat down at a satellite sector (Pima) which was combined with Willy Sector. Working arrivals/departures and overflights. Cessnas and Pipers on this position are 'usually' VFR; conducting practice approaches. I vectored Aircraft X for his approach. I descended Aircraft X to 'maintain VFR at 3500'. I gave a heading to join; and a VFR approach clearance; specifically telling him to maintain VFR at all times. Aircraft X had these two opportunities to 'correct' me in my thinking that he was VFR. He didn't. I switched him to IWA Tower. I also modified the data block to a '3K' tag instead of an automated STARS transfer by flashing a 'hand off' to the tower. Because of this; IWA Tower was wondering if I gave Aircraft X an IFR approach clearance. I told them to give Aircraft X back to me. IWA Tower put Aircraft X back on my frequency. After apologizing; I issued a proper approach clearance and switched Aircraft X prior to IWA Class D. Recommendation; Don't ASSUME. I sat down and figured that Aircraft X was VFR because he is VFR 99% of the time. After being off for a while; one should be extra vigilant for slip ups. One needs to shake off the rust. My first position assigned was a different handoff position. In retrospect; it probably would have been better to put someone returning from an vacation back on a radar position with a handoff; just so the 'rust' could be knocked off while having another set of eyes watching the operation.

Data retrieved from NASA's ASRS site as of April 2012 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.