ASRS Reports

We can never trust fuelers to properly secure fuel caps. PIC must always verify the cap is secure. Screw on caps must be checked by physically touching the cap and checking they are on tight!

I learned that even though the performance numbers and weight and balance check out, you still may not get the performance you expect or need during high density altitude days.

There is no scenario where a Cessna 172 wins against the wake turbulence of a Chinook and that if it had been a student pilot or if I hadn’t reacted as quickly, someone could have died.

Even after making frequent radio calls the other pilot had no spatial awareness as to what I was doing and where I was. If I didn’t do the go-around in time I would’ve risked crashing into the other plane. If I didn’t go to the right of the runway and tell the other pilot my location there was a risk of a mid-air collision.

As we joined the pattern to prepare for landing we noticed there was no runway visible. The runway had been destroyed and was apparently being completely rebuilt with heavy machinery in place doing the construction. There were large yellow Xs at the end of where the runway would have been. We were still hearing traffic calls that were talking to us as we were in the pattern, but we never saw any other aircraft.

While taxiing I heard the Tower say to another plane “Aircraft Z — I forget — did I clear you to land?”

Shortly after going IMC, I encountered localized extreme turbulence, hitting my head on the ceiling, and the autopilot disconnected. I was stunned momentarily, but then realized the plane was in an unusual attitude (i.e. dive) and with very strong downdrafts and heavy controls.

I am unsure as to why tower attempted to turn us onto base with that aircraft maneuvering inbound. Had we turned we would have had a mid-air.

I’ve heard that combining straight in and pattern work at uncontrolled airports is dangerous, but now have first-hand experience to verify.