NJWG Standardization & E
New Jersey WingStandardization & EvaluationFlight Operations Bulletin #2Operations at Non-Towered Airports with Multiple RunwaysByMaj William J. Doyle, Jr., CFI A&I, AGI, IGI, FAAST Rep (PHL)NJWG/DOV25 DEC 2014Updated01 JAN 2015Table of Contents TOC \o "1-3" \h \z \u Table of Contents PAGEREF _Toc398975586 \h 2Acknowledgements PAGEREF _Toc398975587 \h 4Preface PAGEREF _Toc398975588 \h 5Information That the FAA Wants You to Know About Your Destination Airport PAGEREF _Toc398975589 \h 514 CFR 91.103 – Preflight Action PAGEREF _Toc398975590 \h 5NTSB Synopsis of Accidents at Selected New Jersey Airports PAGEREF _Toc398975591 \h 6General Accident Statistics for New Jersey Overall and for MIV, MJX, OBI, and WWD PAGEREF _Toc398975592 \h 6Accident Statistics on Purpose of Flight, Weather Conditions, and Broad Phase of Flight for New Jersey Overall and for MIV, MJX, OBI, and WWD PAGEREF _Toc398975593 \h 7Risk Analysis of Selected Instrument Approaches at MIV, MJX, OBI, and WWD PAGEREF _Toc398975594 \h 8Cape May County Airport (WWD) Airport Environment PAGEREF _Toc398975595 \h 9Cape May County Airport (WWD) Accident History PAGEREF _Toc398975596 \h 10Cape May County Airport (WWD) – Risks for Practicing Instrument Approaches in Day VFR PAGEREF _Toc398975597 \h 11Millville Municipal Airport (MIV) Airport Environment PAGEREF _Toc398975598 \h 12Millville Municipal Airport (MIV) Accident History PAGEREF _Toc398975599 \h 13Millville Municipal Airport (MIV) – Risks for Practicing Instrument Approaches in Day VFR PAGEREF _Toc398975600 \h 15Ocean County Airport (MJX) Airport Environment PAGEREF _Toc398975601 \h 16Ocean County Airport (MJX) Accident History PAGEREF _Toc398975602 \h 17Ocean County Airport (MJX) – Risks for Practicing an ILS/LOC 6 Approaches in Day VFR PAGEREF _Toc398975603 \h 18Woodbine Municipal Airport (OBI) Airport Environment PAGEREF _Toc398975604 \h 19Woodbine Municipal Airport (OBI) Accident History PAGEREF _Toc398975605 \h 20Woodbine Municipal Airport (OBI) – Risks for Practicing Instrument Approaches in Day VFR PAGEREF _Toc398975606 \h 21Radio Communications PAGEREF _Toc398975607 \h 22Reference Materials PAGEREF _Toc398975608 \h 23AOPA/Air Safety Foundation PAGEREF _Toc398975609 \h 23CAP PAGEREF _Toc398975610 \h 23FAA Safety Team (FAAST) Presentations PAGEREF _Toc398975611 \h 23FAA Handbooks and Regulations PAGEREF _Toc398975612 \h 23Appendix - Accessing the NTSB Database PAGEREF _Toc398975613 \h 24Submitting the Database Search Criteria PAGEREF _Toc398975614 \h 24Viewing the Database Query Results PAGEREF _Toc398975615 \h 26Downloading an XML Database Query Results PAGEREF _Toc398975616 \h 27Configuring the XML Spreadsheet for Analysis PAGEREF _Toc398975617 \h 28Appendix – Selected Instrument Approach Procedures for MIV, MJX, OBI, and WWD PAGEREF _Toc398975618 \h 30MIV ILS/LOC Runway 10 – Source: ForeFlight PAGEREF _Toc398975619 \h 31MJX ILS/LOC Runway 6 – Source: ForeFlight PAGEREF _Toc398975620 \h 32OBI RNAV (GPS) Runway 1 – Source: ForeFlight PAGEREF _Toc398975621 \h 33WWD LOC Runway 19 – Source: ForeFlight PAGEREF _Toc398975622 \h 34AcknowledgementsI would like to thank Maj Tom Woods, NJWG/DO – Air, for giving me the idea for this topic, reviewing the initial draft, finding some typographical errors, and giving me ideas for improvement.PrefaceThis document discusses operations, particularly practice instrument approaches, at non-towered airports with multiple asphalt runways. Four airports are discussed: Cape May County Airport (WWD), Millville Municipal Airport (MIV), Ocean County Airport (MJX), and Woodbine Municipal Airport (OBI). So if you operate at any of these airports, please keep reading to see what lessons there are to be learned.There are a number of AOPA Safety Advisors useful as supplementary reading for this document. These AOPA Safety Advisors are listed below with links. The full collection of AOPA Safety Advisors can be accessed in the folder named AOPA Safety Advisors.SA08 – Operations at Nontowered AirportsSA15 – Collision AvoidanceSA19 – Say Intentions … When You Need ATC’s HelpSA24 – Do The Right Thing: Decision Making for PilotsSA27 – Emergency ProceduresSA28 – Federal Aviation RegulationsInformation That the FAA Wants You to Know About Your Destination AirportThe information that the FAA wants you to know is in 14 CFR 91.103. This regulation is pasted below. Note that the FAA uses the phrase “This information must include.” The word “include” means that the FAA’s list is not all-inclusive list. If there is any other information that is important, the FAA expects the pilot to know it. TFRs are an example.A lot of this information is available from the AOPA Airports database, discussed later in this document.14 CFR 91.103 – Preflight ActionEach pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include —For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; andFor civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature. NTSB Synopsis of Accidents at Selected New Jersey AirportsThe statistics in this section were derived from the XML spreadsheet that was downloaded. Please refer to the Appendix for instructions on accessing the NTSB database as well as downloading the XML spreadsheet.General Accident Statistics for New Jersey Overall and for MIV, MJX, OBI, and WWDPlease see the Appendix for more information on how to gather these statistics.Accident Statistics on Purpose of Flight, Weather Conditions, and Broad Phase of Flight for New Jersey Overall and for MIV, MJX, OBI, and WWDPlease see the Appendix for more information on how to gather these statistics.Risk Analysis of Selected Instrument Approaches at MIV, MJX, OBI, and WWDThis next four sections address the approaches list below.MIV ILS/LOC Runway 10MJX ILS/LOC Runway 6OBI RNAV (GPS) Runway 1WWD LOC Runway 19Each section includes information about the following:Runways and their associated lengthsPattern direction for each runwayCalm wind runwayTraffic Pattern AltitudeApproach Control and frequencyPlan View from the IAP (Instrument Approach Procedure)Airport Diagram from the IAP (Instrument Approach Procedure) Patterns have been drawn for other runways to indicate possible traffic conflicts.The greatest risk for traffic conflict for each of these approaches is from the crosswind runways.MIV ILS/LOC Runway 10Crosswind runways are 14 and 32MJX ILS/LOC Runway 6Crosswind runways are 14 and 32OBI RNAV (GPS) Runway 1Crosswind runways are 13 and 31WWD LOC Runway 19Crosswind runways are 10 and 28Cape May County Airport (WWD) Airport EnvironmentKey attributes of the Central Jersey (47N) airport environment are listed below. They are accessible via the link:airports/KWWD Field Elevation – 21 feetTraffic Pattern Altitude (TPA) – 800 feet MSLRunways 1/19 – 5,003 feet x 150 feet, left pattern 10/28 – 4,998 feet x 150 feet, left patternCalm wind runway – 19 (source: FBO and ForeFlight)Instrument Approach ProceduresLOC Runway 19RNAV (GPS) Runway 10RNAV (GPS) Runway 19VOR AApproach/Departure ControlAtlantic City (ACY)Cape May County Airport (WWD) Accident HistoryAccident History for the Cape May County Airport (WWD) Airport – click on the NTSB Number to see the accident details.Between 07/04/1985 and 05/31/2008 there were 14 accidentsAccidents with Fatal Injuries – 2 Accidents with Serious Injuries – 1 Accidents with Minor Injuries – 1 Accidents with No Injuries – 13Accident Probable CauseTakeoff – 2 – due to loss of control from crosswind (student); intersection takeoff (850 feet, 4,998 feet available)Landing – 10 – due to night: no landing light, inadequate visual, collision with trees; day: loss of control – crosswind, hard landing, bounced landing, ground loop; engine failures – fuel starvation and carburetor ice Cruise – 1 – loss of power on banner tow, ditched in oceanApproach – 2 – loss of control – engine failure and carburetor ice; controlled flight into terrainManeuvering – 2 – fuel starvation; ground handler caught in banner, lifted 50 – 100 feet, fell to deathLight ConditionsDay – 15 Night – 2 Cape May County Airport (WWD) – Risks for Practicing Instrument Approaches in Day VFRThe picture below illustrates the LOC 19 approach at WWD. For a LOC 19 non-precision approach, the MDA (Minimum Descent Altitude) is 420 feet MSL. Pattern altitude for VFR traffic is 800 feet MSL.Picture the scenario of a bright, sunny, calm wind day where you want to do a practice approach. There are other airplanes in the pattern. What should you do? While you can fly the approach on your own to save time, contact Atlantic City Approach (124.6).Atlantic City’s radar is another set of eyes to keep you safe and avoid a mid-air collision.Make sure your safety pilot has eyes outside.Listen to the CTAF to determine what runway(s) is/are in useDownwind traffic for runway 10 poses the closest and greatest risk for a mid-air collision.If runway 10 is in use, especially if there is traffic on the downwind, break off the approach before reaching pattern altitude (800 feet MSL).Runway 19 is the calm wind runway. So there is little risk of opposite direction traffic.Millville Municipal Airport (MIV) Airport EnvironmentKey attributes of the Central Jersey (47N) airport environment are listed below.Field Elevation – 84 feetTraffic Pattern Altitude (TPA) – 800 feet MSLRunways 10/28 – 6,003 feet x 150 feet, left pattern 14/32 – 5,058 feet x 150 feet, left patternCalm wind runway – 10 (source: FBO and ForeFlight)Instrument Approach ProceduresILS/LOC Runway 10RNAV (GPS) Runway 10RNAV (GPS) Runway 14RNAV (GPS) Runway 28RNAV (GPS) Runway 32VOR A NDB Runway 14Approach/Departure ControlAtlantic City (ACY)Millville Municipal Airport (MIV) Accident HistoryAccident History for the Millville Municipal Airport (MIV) – click on the NTSB Number to see the accident details.Between 07/04/1985 and 05/31/2008 there were 16 accidentsAccidents with Fatal Injuries – 7 Accidents with Serious Injuries – 2 Accidents with Minor Injuries – 0 Accidents with No Injuries – 7Accident Probable CauseTakeoff – 3 – due to loss of control from crosswind (student); intersection takeoff (850 feet, 4,998 feet available)Landing – 9 – simulated engine out (unable to recover), bounced landing, loss of control; fire – improper torque on fuel pressure line; gear up landing; crosswind; retracted gear instead of flaps; collision with landing aircraft (runway incursion); right gear collapsedDescent – 1 – left engine not putting out full power in night IMCGo Around – 1 – tailwind takeoff, low altitude stall, failure to maintain airspeedApproach – 1 – loss of situational awareness, low fuel, crashed 2 NM short of MIV in night IMCManeuvering – 1 – low altitude stall, failure to maintain airspeedLight ConditionsDay – 13 Night – 3 Millville Municipal Airport (MIV) – Risks for Practicing Instrument Approaches in Day VFRThe picture below illustrates the ILS/LOC 10 approach at MIV. For an ILS 10 precision approach, the DH (Decision Height) is 347 feet MSL. For a LOC 10 non-precision approach, the MDA (Minimum Descent Altitude) is 980 feet MSL. Pattern altitude for VFR traffic is 800 feet MSL.Picture the scenario of a bright, sunny, calm wind day where you want to do a practice approach. There are other airplanes in the pattern. What should you do? While you can fly the approach on your own to save time, contact Atlantic City Approach (124.6).Atlantic City’s radar is another set of eyes to keep you safe and avoid a mid-air collision.Make sure your safety pilot has eyes outside.Listen to the CTAF to determine what runway(s) is/are in useDownwind traffic for runway 32 poses the closest and greatest risk for a mid-air collision.If runway 32 is in use, especially if there is traffic on the downwind, break off the approach before reaching pattern altitude (800 feet MSL).Runway 10 is the calm wind runway. So there is little risk of opposite direction traffic.Ocean County Airport (MJX) Airport EnvironmentKey attributes of the Ocean County Airport (MJX) airport environment are listed below.Field Elevation – 86 feetTraffic Pattern Altitude (TPA) – 1,000 feet MSLRunways 6/24 – 5,950 feet x 100 feet, left pattern 14/32 – 3,600 feet x 75 feet, left pattern (source: Maj Tom Woods)Calm wind runway – 24 (source: FBO)Instrument Approach ProceduresILS/LOC Runway 6RNAV (GPS) Runway 6RNAV (GPS) Runway 24VOR Runway 6VOR/DME Runway 24Approach/Departure ControlMcGuire AFB (WRI)Ocean County Airport (MJX) Accident HistoryAccident History for the Ocean County Airport (MJX) – click on the NTSB Number to see the accident details.Between 09/12/1999 and 09/13/2010 there were 5 accidentsAccidents with Fatal Injuries – 0 Accidents with Serious Injuries – 0 Accidents with Minor Injuries – 1 Accidents with No Injuries – 4Accident Probable CauseTakeoff – 2 – loss of control, CFI seat came unlatched, ground looped; collision with obstacle departing Kentmorr Airport (3W3), Stevensville, MD, right main gear collapsed on landing at MJX.Landing – 2 – loss of control, ground loop, crosswind; landed short (CFI & student)Ground – 1 – taxiing collision due to improper visual Light ConditionsDay – 4 Night – 1 Ocean County Airport (MJX) – Risks for Practicing an ILS/LOC 6 Approaches in Day VFRThe picture below illustrates the ILS/LOC 6 approach at MJX. For an ILS 6 precision approach, the DH (Decision Height) is 326 feet MSL. For a LOC 6 non-precision approach, the MDA (Minimum Descent Altitude) is 660 feet MSL. Pattern altitude for VFR traffic is 1,000 feet MSL.Picture the scenario of a bright, sunny, calm wind day where you want to do a practice approach. There are other airplanes in the pattern. What should you do? While you can fly the approach on your own to save time, contact McGuire Approach (124.15).McGuire’s radar is another set of eyes to keep you safe and avoid a mid-air collision.Make sure your safety pilot has eyes outside.Listen to the CTAF to determine what runway(s) is/are in useDownwind traffic for runway 32 poses the closest and greatest risk for a mid-air collision.If runway 32 is in use, especially if there is traffic on the downwind, break off the approach before reaching pattern altitude (1,000 feet MSL).Runway 24 is the preferred runway. So there is a risk of opposite direction departing traffic.Woodbine Municipal Airport (OBI) Airport EnvironmentKey attributes of the Woodbine Municipal Airport (OBI) airport environment are listed below.Field Elevation – 41 feetTraffic Pattern Altitude (TPA) – 842 feet MSLRunways 1/19 – 3,304 feet x 75 feet, left pattern (source: FBO)13/31 – 3,073 feet x 75 feet, left patternCalm wind runway – 1 (source: FBO)Instrument Approach ProceduresRNAV (GPS) Runway 1RNAV (GPS) Runway 19VOR AApproach/Departure ControlAtlantic City (ACY)Woodbine Municipal Airport (OBI) Accident HistoryAccident History for the Woodbine Municipal Airport (OBI) – click on the NTSB Number to see the accident details.Between 06/25/2009 and 04/27/2014 there were 3 accidentsAccidents with Fatal Injuries – 1 Accidents with Serious Injuries – 1 Accidents with Minor Injuries – 0 Accidents with No Injuries – 1Accident Probable CauseLanding – 1 – emergency landing near OBI due to fuel starvation Takeoff – 2 – continued VFR flight into IMC by non-instrument rated pilot, spatial disorientation, structural failure, loss of control, controlled flight into terrainLight ConditionsDay – 3 Night – 0 Note:NTSB Number ERA14CA211 does not show in the NTSB database XML download.Woodbine Municipal Airport (OBI) – Risks for Practicing Instrument Approaches in Day VFRThe picture below illustrates the RNAV (GPS) 1 approach at OBI. For an RNAV 1 non-precision approach, the MDA (Minimum Descent Altitude) is 440 feet MSL. Pattern altitude for VFR traffic is 842 feet MSL.Picture the scenario of a bright, sunny, calm wind day where you want to do a practice approach. There are other airplanes in the pattern. What should you do? While you can fly the approach on your own to save time, contact Atlantic City Approach (124.6).Atlantic City’s radar is another set of eyes to keep you safe and avoid a mid-air collision.Make sure your safety pilot has eyes outside.Listen to the CTAF to determine what runway(s) is/are in useDownwind traffic for runway 10 poses the closest and greatest risk for a mid-air collision.If runway 31 is in use, especially if there is traffic on the downwind, break off the approach before reaching pattern altitude (842 feet MSL).Runway 1 is the calm wind runway. So there is little risk of opposite direction traffic.Radio CommunicationsCAPR 100-3, section 1.8, addresses call sign usage, using the “group form.” This is the pronunciation of a series of numbers as the whole number, or pairs of numbers they represent rather than pronouncing each separate digit. Note that “zero” is pronounced “ze-ro”, not “oh” and that 4-digit numbers are always pronounced as two pairs. New Jersey Wing call signs are listed below.N-NumberCall SignPronunciationN17NJCAP 2917CAP Twenty-nine SeventeenN19NJCAP 2919CAP Twenty-nine NineteenN23NJCAP 2923CAP Twenty-nine Twenty-threeN63312CAP 2912CAP Twenty-nine TwelveN355CPCAP 2955CAP Twenty-nine Fifty-fiveN941CPCAP 2941CAP Twenty-nine Forty-oneIt is expected that the CAP call sign will be used in flight plans (the N-number can be specified in the Remarks section) as well as with all ATC communications. Self-announcing on the CTAF (Common Traffic Advisory Frequency) at non-towered airports can cause confusion to non-CAP pilots. They will care less about the call sign than they will about the type of airplane entering the pattern or turning crosswind, base, or final. In these instances it might be better and less confusing to broadcast “Cessna 182” or “Red-white-and-blue Cessna 182” instead of CAP 2941. Likewise, it might be better to broadcast “Cessna 172” or “Red-white-and-blue Cessna 172” instead of CAP 2919.Do not broadcast “CAP 2923, departing runway 3-0” or “Cessna 172, departing runway 3-0” unless you are sure you will be taking off. If something happens to change your departure, you should broadcast “CAP 2923, holding short runway 3-0” or “Cessna 172, holding short runway 3-0.” This lets arriving traffic, especially if it is opposite direction traffic, know that the CAP Cessna will not be a factor for them.Do not make the broadcast until you are ready to execute whatever you are broadcasting. For example, do not broadcast “Cessna 172, departing runway 3-0” while you are still taxiing to runway 30. Wait until you get to the hold short line and have completed your pre-takeoff run-up and then broadcast “Cessna 172, departing runway 3-0.”For those who have difficulty with radio communications, AOPA has an online course entitled “Say It Right: Mastering Radio Communication.” This course qualifies for the FAA Wings Program and is available at the link below. Reference MaterialsThis section provides reference materials that will be useful and informative for your flying in general and your CAP flight operations in particular.AOPA/Air Safety FoundationAOPA-ASF Runway Safety Flash CardsAirspace Flash CardsAircraft Flash CardsAOPA Safety AdvisorsAOPA AirportsCAPCAP Aviation Operational Risk Management WorksheetOperational Risk Management Matrix InstructionsCAPR 60-1 CAP Flight ManagementCAPR 60-3 CAP Emergency Services Training and Operational MissionsCAPR 100-3 Radiotelephone Operations (Includes Change 1, 24 Mar 10)FAA Safety Team (FAAST) PresentationsCessna 172, 182, and 206 Accident TrendsAirplane PerformanceAirplane Pre-Flight PlanningCrosswind OperationsWeight & BalanceFuel ManagementSingle Pilot, Night IFRWhat If You Are VFR and Encounter IMC?FAA Handbooks and RegulationsAirplane Flying HandbookInstrument Flying HandbookPilot’s Handbook of Aeronautical KnowledgeRisk Management HandbookElectronic Code of Federal Regulations – Title 14 Chapter I--Federal Aviation Administration, Department of Transportation, Subchapter D – Airmen14 CFR Part 6114 CFR Part 91Appendix - Accessing the NTSB DatabaseSubmitting the Database Search CriteriaUse your web browser to access the NTSB Database the above link gives you the display below, followed by the search criteria window.Enter the search criteria as indicated below, then click the “Submit Query” button. If you want the results in a spreadsheet format, click the “Download XML” button.Viewing the Database Query ResultsThe results are shown in a tabular format as illustrated below.The first line indicates how many records met your search criteria. For this search 719 records matched the search criteriaThe Current Synopsis column contains links to NTSB findings such asPreliminaryProbable CauseThe PDF Report(s) (Published) column contains links to NTSB reports such asPreliminaryProbable CauseFactualThe Event Severity column indicates whether the accident was NonfatalFatal – the number in the parenthesis indicates the number of fatalities for that accidentDownloading an XML Database Query ResultsAfter you download the XML file, launch Excel and open the XML fileYour XML file will look similar to the screen shown below.You can save your XML file as an Excel workbook.Configuring the XML Spreadsheet for AnalysisThe first step is to configure the spreadsheet for analysis of the selected airports: MIV, MJX, OBI, and WWD.Click on the Filter button illustrated in the picture below.The steps below indicate how to filter the Airport Codes for MIV.Uncheck the Select All boxClick the OK buttonVerify the Select All box is uncheckedScroll downClick on the MIV boxClick the OK buttonThe steps below indicate the filtered results for MIV, showingInjury SeverityPurpose of FlightWeather ConditionBroad Phase of FlightThe steps below indicate how to filter the Airport Codes for MJX, OBI, and WWD.Scroll downClick on the MJX boxClick the OK buttonScroll downClick on the OBI boxClick the OK buttonScroll downClick on the WWD boxClick the OK buttonAppendix – Selected Instrument Approach Procedures for MIV, MJX, OBI, and WWDThe approach plates listed in this appendix are all exports from ForeFlight Mobile, v6.3.2.The area highlighted in blue on each approach plate is the geo-reference area. In flight, when the iPad is synced with a device such as the Stratus2, the geo-reference area will show the airplane’s position on the approach plate.This appendix contains the following approach plates:MIV ILS/LOC Runway 10MJX ILS/LOC Runway 6OBI RNAV (GPS) Runway 1WWD LOC Runway 19MIV ILS/LOC Runway 10 – Source: ForeFlightMJX ILS/LOC Runway 6 – Source: ForeFlightOBI RNAV (GPS) Runway 1 – Source: ForeFlightWWD LOC Runway 19 – Source: ForeFlight ................
................
In order to avoid copyright disputes, this page is only a partial summary.
To fulfill the demand for quickly locating and searching documents.
It is intelligent file search solution for home and business.
Related download
- stabilized approach and go around
- topic of the month july 2018 flight aircraft 1st guidance
- njwg standardization e
- faa java aviation paid weather observation report
- ac 150 5210 23 arff vehicle and high reach extendable
- environmental health safety design facilities
- t 44c briefing guides t 44c tiltmafia
- 142 training center inspection checklist
- standards manuals or handbooks stache air
Related searches
- radicais gregos e latinos e seus sentidos
- unscramble d l s e e t
- key e vitamin e suppositories
- standardization and normalization in python
- examples of global standardization strategy
- e e paulding
- e business vs e commerce
- c t i o c e t n l e p t a s
- i e holy spirit i e 577029006
- i e holy spirit i e 577 02 9006
- i e holy spirit i e yah shua 577 02 9006
- i e yah shua 5 7 7 0 2 9 0 0 6 holy spirit 577029006 i e yah shua 577 02 9006