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AviationSafetyLetterTP185
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See,Hear,ComplyandAvoidMaintainingSeparationatUncontrolledAerodromes
BacktoBasics:WeightandBalance
See,Hear,ComplyandAvoidMaintainingSeparationatUncontrolledAerodromes
byMikePaddon,CivilAviationSafetyInspector,SystemSafety,AtlanticRegion,CivilAviation,TransportCanada
AsearchoftheaviationinvestigationreportspublishedbytheTransportationSafetyBoardofCanada(TSB)indicatesthattherehavebeenseveral
instancesofinflightcollisionandriskofcollisioninCanadainrecentyears.Theconsequenceofaircraftoccupyingthesamelocationintimeandspace
rarelyyieldsresultsthatarelessthantragic.Manyintheaviationcommunitymayharbourvividrecollectionsofcloseencounterswithotheraircraftin
otherwiseunremarkableoroutrightbenigncircumstances.
Therangeofpotentialscenariosisextensiveand,onoccasion,theoccurrencevenueisairspaceincloseproximitytouncontrolledaerodromes.There
arerecordedinstancesofaircraftdepartingfromorarrivingatuncontrolledaerodromesunderVFR,orunderIFRinvisualmeteorological
conditions(VMC),andunexpectedlyfindingthemselvesinclosequarterswithothertraffic.AircraftintheVFRtrafficcircuithavebeenknowntoconflict
withoneanotherevenwhenoperatingwiththebenefitofairtrafficservices(ATS).Fixedwingandrotarywingtrafficoperatinginrelativelyremote
settingshavehistoricallyfoundthemselvesinclosequarters,bothinthefieldandatnearbycommunityaerodromestypicallyservedbyaerodrometraffic
frequency(ATF)communicationprocedures.Examplesofperiodsofheightenedactivityintermsoftrafficvolumewouldincludemajorforestfirefighting
effortsandtheinitialstagesofnaturalresourcedevelopmentprojects.
Thepredominantfailingthatarisesinthevastmajorityofinflightcollisionsisthefailuretoseeandbeseenaswellashearandbeheard(i.e.avoid).
So,whatcanbedonetoalleviateormitigatetheriskofcollision?Doestheanswerlieinmaintainingvigilanceinourvisualscanning,beingalerttorapid
andunacceptablelossofseparation,andreactingwellinadvanceofadeterioratingtrafficsituationorinadherencetoestablishedregulationsand
proceduresandcommunicatingwithotheraircraftthatweshareairspacewith?Theanswerlikelyrestsinacombinationofeachofthesedefences.
Ingeneral,pilotswillagreethatvisuallydetectingotheraircraftcansometimesbeverydifficult.Mostcockpitspresentchallengestoeffectivevisual
scanningandtheabilitytosearchforanddetectotheraircraft.Impedimentstotheprocessincludevisionobstructingstruts,posts,doorframes,
glareshields,andperhapsafellowpilotorpassenger.Inaddition,dirty,fogged,scratchedandbugsplatteredwindshields,aswellasflightinreduced
visibilityduetoweather,orotherobscuringphenomenasuchassmoke,canfurthercomplicatethetask,ascanvibration,fatigueandworkload.
Increasedattentiontocockpitautomationandinstrumentationcantakeawayfromtimespentscanningthesurroundingairspaceforthreatstosafe
separation.Accessibilityofsunglassestocombatglareandchoiceofheadgeararealsopartoftheequation.Apeakedballcapmayshadetheeyes,but
itmightalsorestrictperipheralvisionintheverticalplaneafactorofparticularrelevancewhenoperatingaircraftthat,byvirtueofcockpitdesign,would
otherwiseprovideforenhancedperipheralvisionintheverticalaxis.Evendetectionofaircraftinaclearskycanbehinderedbywhatisknownas
1
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"emptyfieldmyopia."ShariStamfordKrause,PhD1,herselfapilot,describesthisasaconditionwhereby,intheabsenceofavisualstimulus(for
example,emptyspace),themusclesintheeyerelax,preventingtheeyefromfocusing.Thiscreatesaproblemforapilotwhoisattemptingtoscanfor
trafficinaclear,featurelesssky.Becausetheeyecannotfocusonemptyspace,itremainsinastateofunfocused,orblurred,vision.
Maintainingvigilanceinourvisualscanningiscriticaltotheseeandbeseen(orseeandavoid)concept.
InanunrelatedbutpertinentstudyconductedbytheLincolnLaboratory2duringtrafficalertandcollisionavoidancesystem(TCAS)flighttesting,data
showedthatapilotalertedtothepresenceofotheraircraftvisuallyacquiredtheotheraircraftin57of66casesthemedianrangeofvisualacquisition
was1.7NM.Incaseswherethepilotwasnotalertedtothepresenceoftheotheraircraft,visualacquisitionoftheotheraircraftwasachievedin
only36of64encounters.Inthesuccessfulencounters,themedianacquisitionrangedroppedto0.99NM.Thesestudiesshowedthatverbalguidanceas
towheretolookincreasedtheacquisitionprobabilityforthepilots,andfoundthatapilotwhohadbeenalertedtothepresenceofanotheraircraftwas
eighttimesmorelikelytoseetheaircraftthanthepilotwhohadnotbeenalerted.Thetestaircraftinvolvedinthestudywerelighttwinengine
aeroplanes.Radioadvisorycalls,TCAS,iffitted,andstrobe/landinglightsareallmeansofcommunicatinganaircraftspositiontoothertraffic.
Aspilots,wehavearesponsibilitytoreadandknowtheCanadianAviationRegulations(CARs).Proceduresinplaceforeffectivelymaintaining
separationarounduncontrolledaerodromescanbefoundintheTransportCanadaAeronauticalInformationManual(TCAIM).Thispublicationis
availableinprintandonlineat:www.tc.gc.ca/eng/civilaviation/publications/tp14371menu3092.htm(/eng/civilaviation/publications/tp14371menu
3092.htm).Thepublishedproceduresare,infact,regulationsandadherenceisrequired.Trafficthatcomplieswiththeprescribedprocedureswillhave
theexpectationthatotheraircraftareactinginasimilarmanner.ItshouldbenotedthattheAeronauticsActdefinesanaerodromeas:
CAR602.19(10)statesthat:
Nopersonshallconductorattempttoconductatakeofforlandinginanaircraftuntilthereisnoapparentriskofcollisionwithanyaircraft,person,
vessel,vehicleorstructureinthetakeofforlandingpath.
Mandatoryfrequency(MF)vs.aerodrometrafficfrequency(ATF)...Whatsthedifference?
ThefollowingextractistakenfromtheRACsectionoftheTCAIMandissummarizedforeasyreferenceintheGeneralsectionoftheCanadaFlight
Supplement(CFS)undertheCommunications(COMM)subsection.
Note:Althoughlengthyincontent,itisconsideredtobeintheinterestsofaviationsafetytoreproducethepertinentreferences.
4.5.4MandatoryFrequency
TransportCanadahasdesignated[anMF]foruseatselecteduncontrolledaerodromes,oraerodromesthatareuncontrolledbetweencertainhours.
AircraftoperatingwithintheareainwhichtheMFisapplicable(MFarea),onthegroundorintheair,shallbeequippedwithafunctioningradiocapable
ofmaintainingtwowaycommunication.Reportingproceduresshallbefollowed,asspecifiedinCARs602.97to602.103inclusive.
AnMFareawillbeestablishedatanaerodromeifthetrafficvolumeandmixofaircrafttrafficatthataerodromeissuchthattherewouldbeasafety
benefitderivedfromimplementingMFprocedures.TheremayormaynotbeagroundstationinoperationattheaerodromeforwhichtheMFareahas
beenestablished.Whenagroundstationisinoperation,forexample,anFSS[flightservicestation],anRCO[remotecommunicationsoutlet]through
whichRAAS[remoteaerodromeadvisoryservice]isprovided,aCARS[communityaerodromeradiostation],oranapproachUNICOM,thenallaircraft
reportsthatarerequiredforoperatingwithin,andpriortoenteringanMFarea,shallbedirectedtothegroundstation.However,whenthegroundstation
isnotinoperation,thenallaircraftreportsthatarerequiredforoperatingwithinandpriortoenteringanMFareashallbebroadcast.TheMFwill
normallybethefrequencyofthegroundstationwhichprovidestheairtrafficadvisoryservicesfortheaerodrome....
4.5.5AerodromeTrafficFrequency
An[ATF]isnormallydesignatedforactiveuncontrolledaerodromesthatdonotmeetthecriterialistedinRAC4.5.4foranMF.TheATFisestablishedto
ensurethatallradioequippedaircraftoperatingonthegroundorwithintheareaarelisteningonacommonfrequencyandfollowingcommonreporting
procedures.TheATFwillnormallybethefrequencyoftheUNICOMwhereoneexistsor123.2MHzwhereaUNICOMdoesnotexist....Thedesignation
ofanATFisnotlimitedtoaerodromesonly.AnATFmayalsobedesignatedforuseincertainareasotherthantheareaimmediatelysurroundingan
aerodrome,whereVFRtrafficactivityishigh,andthereisasafetybenefittoensuringthatalltrafficmonitorthesamefrequency.Forexample,anATF
areacouldbeestablishedalongafrequentlyflowncorridorbetweentwouncontrolledaerodromes....
4.5.7VFRCommunicationProceduresatUncontrolledAerodromeswithMFandATFAreas
1.RadioequippedAircraft:Thefollowingreportingproceduresshallbefollowedbythepilotincommandofradioequippedaircraftatuncontrolled
aerodromeswithinanMFareaandshouldalsobefollowedbythepilotincommandataerodromeswithanATF:
1.ListeningWatchandLocalFlying[CAR602.97(2)]MaintainalisteningwatchonthemandatoryfrequencyspecifiedforuseintheMFarea.
ThisshouldapplytoATFareasaswell.
2.BeforeEnteringManoeuvringArea(CAR602.99)Reportthepilotincommandsintentionsbeforeenteringthemanoeuvringarea.
3.Departure(CAR602.100)
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1.Beforemovingontothetakeoffsurface,reportthepilotincommandsdepartureintentionsontheMForATFfrequency.Ifadelayis
encountered,broadcastintentionsandexpectedlengthofdelay,thenrebroadcastdepartureintentionspriortomovingontothetakeoff
surface
2.Beforetakeoff,ascertainbyradioontheMForATFfrequencyandbyvisualobservationthatthereisnolikelihoodofcollisionwith
anotheraircraftoravehicleduringtakeoffand,
3.Aftertakeoff,reportdepartingfromtheaerodrometrafficcircuit,andmaintainalisteningwatchontheMForATFfrequencyuntilclear
ofthearea.
4.Arrival(CAR602.101)
1.ReportbeforeenteringtheMFareaand,wherecircumstancespermit,shalldosoatleastfiveminutesbeforeenteringthearea,giving
theaircraftsposition,altitudeandestimatedtimeoflandingandthepilotincommandsarrivalprocedureintentions
2.Reportwhenjoiningtheaerodrometrafficcircuit,givingtheaircraftspositioninthecircuit
3.Reportwhenondownwindleg,ifapplicable
4.Reportwhenonfinalapproachand,
5.Reportwhenclearofthesurfaceonwhichtheaircrafthaslanded.
5.ContinuousCircuits(CAR602.102)
1.Reportwhenjoiningthedownwindlegofthecircuit
2.Reportwhenonfinalapproachstatingthepilotincommandsintentionsand,
3.Reportwhenclearofthesurfaceonwhichtheaircrafthaslanded.
6.FlyingThroughanMFArea(CAR602.103)
1.ReportbeforeenteringtheMForATFareaand,wherecircumstancespermit,shalldosoatleastfiveminutesbeforeenteringthearea,
givingtheaircraftspositionandaltitudeandthepilotincommandsintentionsand,
2.ReportwhenclearoftheMForATFarea.
NOTE:IntheinterestofminimizingpossibleconflictwithlocaltrafficandminimizingradiocongestionontheMForATF,pilotsofen
routeVFRaircraftshouldavoidpassingthroughMForATFareas.
2.NORDO:NORDO[noradio]aircraftwillonlybeincludedastraffictootheraircraftandgroundtrafficasfollows:
1.Arrival:fromfiveminutesbeforetheETA[estimatedtimeofarrival]untiltenminutesaftertheETA,and
2.Departure:fromjustpriortotheaircraftdepartinguntiltenminutesafterthedeparture,oruntiltheaircraftisobserved/reportedclearofthe
MFarea.
CarryingandreferringtoupdatedchartsandacurrentcopyoftheCFSwillhelptoensurethatcorrectfrequenciesforflightinthevicinityofuncontrolled
aerodromesareselectedontheaircraftradio.RelyingonmemorytorecallMFsandATFsforspecificuncontrolledaerodromescanbeproblematic,
especiallyattimesofincreasedworkload,andinlightofthefactthatfrequenciesmaybesubjecttochange.Globalpositioningsystem(GPS)datacards
canprovideagreatdealofinformationatthepushofabutton,butthatinformationcanbeacontributingfactortodisasterifitisnotaccurate,hencethe
needforacurrentdatacard.
Inconclusion,itisperhapsrealistictonotethatoperationalandselfimposedpressurestomeettimelinesandobjectivescansometimesinfluenceand
cloudourperceptionoftheairspaceenvironmentaroundusandhowwefitintoit.Riskfactorsassociatedwithflightinthevicinityofuncontrolled
aerodromescanbegreatlyreducedwiththeapplicationofacutevisualandauralawarenesscombinedwithfamiliaritywith,andadherenceto,the
establishedrulesandprocedures.Usedinconjunctionwithtimelypositionreportsandthecommunicationofintentionsbetweenaircraft,thesedefences
buildandreinforcesituationalawarenessand,ultimately,servetoassistaircraftintheiravoidanceofoneanother.
References:
1.ShariStamfordKrause,PhD,FlightSafetyDigest,May1997.
2.J.W.Andrews,"ModelingofAirtoAirVisualAcquisition,"TheLincolnLaboratoryJournal,Volume2,Number3,1989,p.478.
BacktoBasics:WeightandBalance
byJayWischkaemper
ThisarticleisanauthorizedreprintfromtheNovember/December2001issueofSouthwestAviatorMagazine.Thisandmanyotherexcellentsafety
articlescanbefoundontheirWebsiteathttp://www.swaviator.com/(http://www.swaviator.com/).
Itsconfessiontime.Letsseethehandsofeveryonewhowillnotleavethegroundwithoutdoingaproperweightandbalance.Aboutonein20?Thats
aboutwhatIthought.Now,letsseethehandsofeveryonewhohaseverseenanotherpilotperformaweightandbalancebeforetheflight.Letssee.
Oneoutof300.Thatsaboutright.Now,letsseethehandsofallthosewhowouldbedeadifsomeoneputaguntotheirheadandsaidtheyweregoing
toshootthemiftheycouldntshowthemtheproperwaytodoaweightandbalance.Aboutfouroutoffiveofyoushouldadmittothatone.
Whileitmaybecoveredunderthatubiquitous[U.S.FederalAviationRegulation(FAR)]concerningdoingeverythingtomakesuretheflightcanbe
conductedsafely,itssafetoconcludethatweightandbalanceisoneofthemostoverlookedaspectsofflying.Therearesomewhomightpaymore
attentiontoitthanothers.IunderstandthatpilotsofVTailDoctorKillershadbetterpayattention.Ivealsoreadthatpilotsof182sandCherokeeSixes
dontneedtobeasconcerned.Butletsfaceit.Youcanloadanyairplanewronganditwillcrash.Seemslikethepilotsofa707learnedthatin
Miami,Fla.,afewyearsago.
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Ifyougetthefeelingthatyouraircraftisnearoraboveitsweightandbalancelimits,youareprobablyright.
ShortlyafterDr.TimWilliamsbecameapartnerinourBellanca,hecalledmeandsaid,"Ivebeendoingaweightandbalanceonthisplane,andit
appearsthatifyouhavefourpeopleonboardandfullfuel,youllbebeyondtheaft[centreofgravity(CG)].Isthatright?""Beatsme,"Itoldhim,"Ive
neverdoneone.WhatIdoknowisthatIvehadfourbigfolksonboardwithfullfuelanditflew."Anditdid.Ivedoneitseveraltimeswithnoclueasto
whatthechartswouldshow.Idontthinkweweretoofaroff,butIdidntknowforsureonthe[CG].Additionandsubtractionareeasyenough,soIwas
prettysureontheweight,butbalance?Thatsanothermatter.Theguyweboughttheplanefromtoldmeitwouldbeok,andIbelievedhim.
Oneoftheproblemswithdoingaweightandbalanceisthatthethingsaresocomplicated.Momentandarmanddatum.Whatisallthisstuff?If
somebodywouldjustsimplifytheprocess.Yousaysomethinglike,"IfBubbaisthepilot,andheweights250,andCharlieisintherightseat,andhe
weighs220,andifMarthaandMyrtleareinthebackseat,andtheyweigh375together,andyouhave100poundsofluggage,andyoutrytoflythat
bugger,youbettermakesureyourwilliscurrent,becauseyoureabouttouseit."ThatlanguageIcanunderstand.Itmakesmuchmoreofanimpact
thanallthosechartsandgraphsandlines.Withallthecomputertechnologythatsoutthere,youdthinkthatatleastthemanufacturersofnewairplanes
wouldcomeupwithanautomatedsystem.Theycouldputanelectronicscaleineachseat.Samewiththeluggage.Fuelsensorsdetecthowmuchfuel
isonboardandwhere.Everythingiscalculatedbyacomputer,whichplays"Lord,ImComingHome"iftheairplanewontfly.Thatshouldgetpeoples
attention.
ItsprobablyagoodthingthatItookmycheckridewitholdEarlSharpinaCessna150.ItsgoodbecauseEarlwasnttoostrictanyway,anditsalso
goodbecausetheresnotalotof[CG]questionsyoucanaskaboutweightandbalanceona150.Seemstomelikeheaskedsomethingaboutwhether
ornotIhadcheckedtheweight,butatleastthequestionabouthowmuchweightwecouldputinthebackseatwasmoot,andhedidntaskabout
luggage.Gratefully,healsodidntaskmetodoaweightandbalanceproblemforhim.Ifhehad,Idprobablystillbeastudentpilot.
Nowdontgetmewrong.Ihavedoneaweightandbalance.Aboutayearandahalfago,Robin,JohnandIweregoingtoHouston,Tex.Robinwaskind
ofshortonexperienceandconfidenceintheplane,soheinvitedalongsomecompany.Robinwasflying,becausehewaspayingforthegas,orrather
oneofhisclientswas.JohnwasridingfrontseattokeepusallsafefromRobin,andIwasrelegatedtotheback.Sittingthere,Inoticedtheoperations
manualintheseatbackinfrontofme,andsinceithadbeenawhilesinceIhadperuseditindetail,Idecidedtodoso.Icameacrossthesectionon
weightandbalance,anddecidedtotrytodoone.Pullingoutmytrustypocketcalculator,Ipluggedinthenumbers,onlytofindoutthatwhenwetook
off,wewere100poundsovergross,andacoupleofinchespasttheaft[CG],assumingIknewwhatIwasdoing,whichmightbequestionable.Ididnt
botherRobinwithmynewfoundknowledge.Itwouldhavejustdepressedhim.
ThatsnottosaythatIveneverhad[CG]concerns.Aboutayearago,mydaughterandtwoofherfriendswentona"roadtrip"toWaco,Tex.Ontheway
back,inthelittletownofClifton,Tex.,alittleoldladyonherwaytochurchranastopsignandhitthem.Nobodywashurt,butthatcarwasntdriving
home.CliftonisaboutsixhoursfromLubbock,Tex.,soforsomeonetodrivetogetthemwouldhavebeenalongadventure.Theobvioussolutionwas
formetoflydown.
SinceitwasaSunday,IknewthattheprobabilityoffuelbeingavailableinatownlikeCliftonwasiffyatbest.EvenifithadntbeenaSunday,itwould
havebeeniffy.Accordingly,ItoppedoffeverytankbeforeIleft.Iclimbedoutontheleft,burnedthe15gal.[auxiliary]tankforonehour,whichshould
havealmostburneditdry,andlandedontheright.
Thereareacouplerulesofflyingetiquettethatneedtobementionedhere.Rulenumberoneisthatwhendaddyisthepilot,youalwaysgettoride
shotgun.Rulenumbertwoisthatyouneveraskabigwomantodoanythingthatwouldrevealthatyounoticedhowbigsheis,atleastnotifyouvalue
yourhealth.
Therearetimesinlifewhenyoucantwin.Yousee,Susanisabiggirl.Shesnotfat.Shesjustbig.Putanother30poundsonherandshecanplay
middlelinebacker.IhadthisgutfeelingthatSusanshouldbeupfrontwithme,butshedutifullyclimbedinthebackwhereanypassengerwhoisnt
relatedtothepilotissupposedtobe.Tryingtojustifytakingoffwithherthere,IreasonedthatLisaandSarawereaboutthesameweight,andthat
hopefullyIweighedaboutthesameasSusan,oratleastclose.Thatshouldbalance,Ithought.The[auxiliary]tank,whichsitsundertherearseat,was
empty.Theyhadnttakenalotofluggagewiththem.Weshouldbeok.
Havingflowntheplanewithweightinthebackbefore,Iwasexpectingtheplanetoflydifferently.Ihadalittleextranosedowntrimcrankedin.Thepull
ontheyoketomakeitflywouldbealotless.Iwasready.
Liftoffwassmoothandtheplaneflewnormally.Ihadtoldmyselfthatifanythingatalldidntfeelright,Iwassettingitbackdown,buteverythingwasfine.
Theclimbwasslowduetotheloadandthe90Ftemperature,butotherwisenormal.ThefunbeganwhenIstartedtotrimthenosedowntoleveloff.
Thetrimtab,whichisonthetopofthecabininaBellanca,stoppedturningafteracoupleofturns.Myimmediatethoughtwasthatthetrimmechanism
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hadjammed,butwhenIlookedupattheceiling,Inoticedtheproblemwassomethingquitedifferent.Thetrimtabwasatitsfullnosedownstop.There
wasnothingwrongwiththetrim.Ihadjustrunoutofit.
Ipushedforwardontheyoke,andthenosecamedownandstayeddown.Everythingwasstillundercontrol,andthecloserwegottohome,themore
normalthetrimbecame.
Ihadflowntheplanebeforewithfourbigpeopleonboard,butneverwithtwolittlepeopleandtwobigpeople.Myassumptionthateverythingwouldbe
thesamewasnttrue.Everythingturnedoutok,butitcouldhavebeenarecipefordisaster.
So,haveIstarteddoingaweightandbalancebeforeeverytakeoff?Ofcoursenot.Mostofthetime,Imtheonlypersononboard,andithardlyseems
necessary.Evenwithtwoonboard,ImnotsureIwouldlearnalot.ButthenexttimeIhavefouronboard?Well,Imightbemorepronetodustingoff
thatoldbookandseeingifIcanfigureoutsomeofthosegraphs.
"Didyouknow?"
ThearrivalofcivilaircraftflyingVFRfromtheUnitedStateswithoutsearchandrescue(SAR)beingactivatedisaconcern.DifferencesbetweenCanada
andtheUnitedStatescanleadpilotstobelievetheirflightplanshavebeenopened.Thesedifferencesarehighlightedinthearticle"FlightPlanning
Issues,"publishedinAviationSafetyLetter(ASL)2/2007.OneofthedifferencesdiscussedinthearticleisthatafterfilingaflightplanintheUnited
States,youneedtoactivateitwithanAmericanflightservicestation(AFSS).Thearticlecanbefoundonline,at
http://www.tc.gc.ca/eng/civilaviation/publications/tp185207operations3675.htm(/eng/civilaviation/publications/tp185207operations3675.htm)...its
worthreading!
Datemodified:
20110420
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