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20100205034699I

Incident · No damage
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FAA incident report · Cessna 182P · Oceanside, CA · February 5, 2010

FAA Aviation Safety Information Portal

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Date
February 5, 2010 · 08:26 local
Place
Oceanside, CA
Airport
Camp Pendleton
Phase of flight
Climb
Operating rules
General operating rules (Part 91)
Damage
No damage
Aircraft
N1869M
Reported as
Cessna 182P
Reported engine
Continental O-470 series
People aboard
1
Fatal injuries
0
Other injuries
0
Pilot’s certificate
Commercial pilot
Pilot’s flight hours
1,000 total250 in this make and model50 in the last 90 days
N1869MRegistration cancelled Sep 14, 2012 · Cessna 182PS/N 18264462 · Built 1975Airframe modelCessna 182PEngine modelContinental O-470 seriesReciprocating

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

On 03/04/2010 I met with edwin erbe at the san FSDO for the purpose of discussing a pilot deviation erbe was involved in. The date of the deviation was 02/05/2010 and it occurred at 0826 hours local time, over the restricted areas of mcas Camp Pendleton in Oceanside, California. Erbe has a commercial pilot certificate with an instrument rating. He owns the Cessna 182 N1869M that was involved in the deviation, and is based at Oceanside airport - kokb. Erbe, with nearly 1000 hours of flight time, told me that on the deviation date his plan was to fly from kokb(Oceanside)to kfat(fresno). He has made this flight numerous times. Erbe said there was a "typical marine layer" at Oceanside that went from the shoreline to the departure end of runway 24. He said the winds were calm so his plan was to depart to the east on runway 6 to avoid the marine layer altogether. Erbe stated that he has a new IFR garmin 530 installed and although he has had several hours of training on this equipment...it is still new to him. Erbe said he has been trained to input all the waypoints into the garmin 530 on the ground prior to departure and said he applied two points and thought he would do the rest while inflight to practice. Erbe said he departed VFR on runway 6 and after airborne noted that some of the marine layer had migrated east and north, and he found himself trying to maintain the proper cloud clearances. Erbe said he is very aware of the close proximity of Camp Pendleton restricted areas to the okb runway, and while he was busy avoiding various clouds he glanced at his new GPS which presented the border of the restricted area R2503B on the display screen. Erbe said the orientation of the garmin was not on track up and the orientation further confused erbe as to his exact location. Now, three or four hundred feet above the marine layer, erbe realized the the layer was extensive and went northeast all the way up towards french valley. Erbe said he was looking down through holes in the broken layer searching for landmarks he recognized. At one point he saw what he recognized as part of the large runway at Camp Pendleton and tried again to orient himself with his GPS. Erbe said by the time he oriented himself with the help of the GPS he was well northeast of the runway at Camp Pendleton and decided the most direct route out of the restricted areas was to continue northeast and exit the restricted airspace. Thereafter, erbe stayed VFR and flew the rest of the trip witout incident. Although there was a brief period when erbe was disoriented, he stayed in VFR conditions, and ultimately used visual landmarks like the peaks of san jacinto and big bear to remain somewhat oriented. Erbe stressed to me that he knew that he was eventually drifting into the restricted area, and his goal was to remove himself as quickly as possible. Erbe also stressed to me that the introduction of the new GPS was his primary distraction. He told me that he has always relied on outside visual references and VOR recievers, and the GPS was really taking his view and keeping it in the cockpit instead of outside.

As the FAA filed it

ON 03/04/2010 I MET WITH EDWIN ERBE AT THE SAN FSDO FOR THE PURPOSE OF DISCUSSING A PILOT DEVIATION ERBE WAS INVOLVED IN. THE DATE OF THE DEVIATION WAS 02/05/2010 AND IT OCCURRED AT 0826 HOURS LOCAL TIME, OVER THE RESTRICTED AREAS OF MCAS CAMP PENDLETON IN OCEANSIDE, CALIFORNIA.ERBE HAS A COMMERCIAL PILOT CERTIFICATE WITH AN INSTRUMENT RATING. HE OWNS THE CESSNA 182 N1869M THAT WAS INVOLVED IN THE DEVIATION, AND IS BASED AT OCEANSIDE AIRPORT - KOKB. ERBE, WITH NEARLY 1000 HOURS OF FLIGHT TIME, TOLD ME THAT ON THE DEVIATION DATE HIS PLAN WAS TO FLY FROM KOKB(OCEANSIDE)TO KFAT(FRESNO). HE HAS MADE THIS FLIGHT NUMEROUS TIMES. ERBE SAID THERE WAS A "TYPICAL MARINE LAYER" AT OCEANSIDE THAT WENT FROM THE SHORELINE TO THE DEPARTURE END OF RUNWAY 24. HE SAID THE WINDS WERE CALM SO HIS PLAN WAS TO DEPART TO THE EAST ON RUNWAY 6 TO AVOID THE MARINE LAYER ALTOGETHER. ERBE STATED THAT HE HAS A NEW IFR GARMIN 530 INSTALLED AND ALTHOUGH HE HAS HAD SEVERAL HOURS OF TRAINING ON THIS EQUIPMENT...IT IS STILL NEW TO HIM. ERBE SAID HE HAS BEEN TRAINED TO INPUT ALL THE WAYPOINTS INTO THE GARMIN 530 ON THE GROUND PRIOR TO DEPARTURE AND SAID HE APPLIED TWO POINTS AND THOUGHT HE WOULD DO THE REST WHILE INFLIGHT TO PRACTICE. ERBE SAID HE DEPARTED VFR ON RUNWAY 6 AND AFTER AIRBORNE NOTED THAT SOME OF THE MARINE LAYER HAD MIGRATED EAST AND NORTH, AND HE FOUND HIMSELF TRYING TO MAINTAIN THE PROPER CLOUD CLEARANCES. ERBE SAID HE IS VERY AWARE OF THE CLOSE PROXIMITY OF CAMP PENDLETON RESTRICTED AREAS TO THE OKB RUNWAY, AND WHILE HE WAS BUSY AVOIDING VARIOUS CLOUDS HE GLANCED AT HIS NEW GPS WHICH PRESENTED THE BORDER OF THE RESTRICTED AREA R2503B ON THE DISPLAY SCREEN. ERBE SAID THE ORIENTATION OF THE GARMIN WAS NOT ON TRACK UP AND THE ORIENTATION FURTHER CONFUSED ERBE AS TO HIS EXACT LOCATION. NOW, THREE OR FOUR HUNDRED FEET ABOVE THE MARINE LAYER, ERBE REALIZED THE THE LAYER WAS EXTENSIVE AND WENT NORTHEAST ALL THE WAY UP TOWARDS FRENCH VALLEY. ERBE SAID HE WAS LOOKING DOWN THROUGH HOLES IN THE BROKEN LAYER SEARCHING FOR LANDMARKS HE RECOGNIZED. AT ONE POINT HE SAW WHAT HE RECOGNIZED AS PART OF THE LARGE RUNWAY AT CAMP PENDLETON AND TRIED AGAIN TO ORIENT HIMSELF WITH HIS GPS. ERBE SAID BY THE TIME HE ORIENTED HIMSELF WITH THE HELP OF THE GPS HE WAS WELL NORTHEAST OF THE RUNWAY AT CAMP PENDLETON AND DECIDED THE MOST DIRECT ROUTE OUT OF THE RESTRICTED AREAS WAS TO CONTINUE NORTHEAST AND EXIT THE RESTRICTED AIRSPACE.THEREAFTER, ERBE STAYED VFR AND FLEW THE REST OF THE TRIP WITOUT INCIDENT.ALTHOUGH THERE WAS A BRIEF PERIOD WHEN ERBE WAS DISORIENTED, HE STAYED IN VFR CONDITIONS, AND ULTIMATELY USED VISUAL LANDMARKS LIKE THE PEAKS OF SAN JACINTO AND BIG BEAR TO REMAIN SOMEWHAT ORIENTED. ERBE STRESSED TO ME THAT HE KNEW THAT HE WAS EVENTUALLY DRIFTING INTO THE RESTRICTED AREA, AND HIS GOAL WAS TO REMOVE HIMSELF AS QUICKLY AS POSSIBLE. ERBE ALSO STRESSED TO ME THAT THE INTRODUCTION OF THE NEW GPS WAS HIS PRIMARY DISTRACTION. HE TOLD ME THAT HE HAS ALWAYS RELIED ON OUTSIDE VISUAL REFERENCES AND VOR RECIEVERS, AND THE GPS WAS REALLY TAKING HIS VIEW AND KEEPING IT IN THE COCKPIT INSTEAD OF OUTSIDE.