NJWG Standardization & E
New Jersey WingStandardization & EvaluationFlight Operations Bulletin #1Some Best PracticesByMaj William J. Doyle, Jr., CFI A&I, AGI, IGI, FAAST Rep (PHL)NJWG/DOV11 SEP 2014Updated20 SEP 2014Table of Contents TOC \o "1-3" \h \z \u Table of Contents PAGEREF _Toc399342661 \h 2Acknowledgements PAGEREF _Toc399342662 \h 3Preface PAGEREF _Toc399342663 \h 4Information That the FAA Wants You to Know About Your Destination Airport PAGEREF _Toc399342664 \h 414 CFR 91.103 – Preflight Action PAGEREF _Toc399342665 \h 4Hypothetical Scenarios PAGEREF _Toc399342666 \h 5Scenario #1 – CAP Airplane Doing ELT Search Flies 400 Feet Above Airport Traffic Pattern PAGEREF _Toc399342667 \h 5Scenario #2 – CAP Airplane Departing Runway 30 and Civilian Airplane Landing on Runway 12 PAGEREF _Toc399342668 \h 5Scenario #3 – CAP Airplane Nearly Taxis in Front of Landing Civilian Airplane PAGEREF _Toc399342669 \h 5Mission Altitudes for CAP ELT Searches PAGEREF _Toc399342670 \h 6CAPR 60-1 PAGEREF _Toc399342671 \h 6FAR Part 91 PAGEREF _Toc399342672 \h 7Recommended Best Practice PAGEREF _Toc399342673 \h 7Operations at Non-Towered Airports PAGEREF _Toc399342674 \h 8Determining the Active Runway PAGEREF _Toc399342675 \h 10Avoiding Runway and Taxiway Incursions PAGEREF _Toc399342676 \h 10Central Jersey (47N) Airport Environment PAGEREF _Toc399342677 \h 10Central Jersey (47N) Recommended Best Practices for Departing from Runway 7 PAGEREF _Toc399342678 \h 12Central Jersey (47N) Accident History PAGEREF _Toc399342679 \h 13Avoiding Conflicts with Landing Traffic PAGEREF _Toc399342680 \h 14Somerset (SMQ) Airport Environment PAGEREF _Toc399342681 \h 14Radio Communications PAGEREF _Toc399342682 \h 16Reference Materials PAGEREF _Toc399342683 \h 17AOPA/Air Safety Foundation PAGEREF _Toc399342684 \h 17CAP PAGEREF _Toc399342685 \h 17FAA Safety Team (FAAST) Presentations PAGEREF _Toc399342686 \h 17FAA Handbooks and Regulations PAGEREF _Toc399342687 \h 17AcknowledgementsI would like to thank the following officers for their assistance in writing this document.Col Joseph V. Sirois, NER/CV South, for giving me the idea to write such a document.Maj Tom Woods, NJWG/DO – Air, for reviewing the initial draft, finding some typographical errors, and giving me ideas for improvement.PrefaceThis document poses three hypothetical scenarios: two at Somerset (SMQ) and one at Central Jersey (47N). The document highlights these scenarios because if they had occurred there would have been the potential for accidents, possibly with fatalities. This document utilizes a “lessons learned” approach that will benefit all New Jersey Wing pilots.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.SA07 – Operations at Towered AirportsSA08 – 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. Hypothetical ScenariosThe three hypothetical scenarios in this document present skeletal highlights of what could have happened. Each hypothetical scenario ends with “What would you do?” The remainder of the document presents material from the FAA, CAPR 60-1, the FAA Flying Handbook, and several AOPA Safety Advisors. The materials are used to present best practices, addressing the dilemma be between what is legal and what is safe, and helping the pilot reader answer the question, “What would you do?”Scenario #1 – CAP Airplane Doing ELT Search Flies 400 Feet Above Airport Traffic PatternA CAP airplane is searching for an ELT in the vicinity of SMQ. Consider the following:The pattern altitude at SMQ is 1,100 feet MSL.The CAP airplane doing the ELT search overflies the field at 1,500 feet MSL. This results in 400 feet of vertical separation between the CAP airplane and the SMQ pattern altitude.Imagine that there are two FBO airplanes in the pattern giving flight instruction. The FBO instructors and their students feel this is unsafe, so they discontinue the flight instruction and land.What would you do? Keep reading to see analyses, comments, and recommended best practices.Scenario #2 – CAP Airplane Departing Runway 30 and Civilian Airplane Landing on Runway 12A CAP airplane i preparing to depart from runway 30 and a Waco was preparing to land on runway 12. Consider the following:The Waco is an open cockpit airplane. It can be difficult to hear the Waco pilot over the background noise.Local custom is to use runway 30 in calm winds due to noise abatement, though that is not published.The CAP airplane remains at the threshold and does not depart because they could not see the Waco. The mission observer’s radio transmissions could have confused CTAF radio listeners into thinking that the CAP airplane was departing into the landing traffic.What would you do? Keep reading to see analyses, comments, and recommended best practices.Scenario #3 – CAP Airplane Nearly Taxis in Front of Landing Civilian AirplaneA CAP airplane is taxiing for departure at 47N. Consider the following:The CAP airplane announces that it is taxiing and holds short of the runway. The CAP airplane has a clear view of approach on runway 7, which is ahead on the taxiway.The CAP airplane does not have a clear view of runway 25, which is in the blind spot for Cessna high wing aircraft.The CAP airplane turns wings parallel to the runway, gets a clear view of runway 25, and sees a civilian airplane that has just touched down and is in its landing roll.What would you do? Keep reading to see analyses, comments, and recommended best practices.Mission Altitudes for CAP ELT SearchesThis section considers the various altitude options for an ELT search. It relates to Scenario #2.SMQ has a field elevation of 105 feet. Please see the picture below, which was captured from ForeFlight.CAPR 60-1CAPR 60-1 (3 MAY 2014), 2-2. Operation LimitsParagraph f. Sustained flight below an altitude or lateral distance from any object of 1,000 feet AGL during the day or 2,000 feet AGL at night is prohibited except for take-off and landing or in compliance with air traffic control (ATC) procedures (such as IFR flight). At no time will the pilot allow the aircraft to come within 500 feet AGL of terrain or obstructions unless taking off or mentsAn ELT search at 1,500 feet MSL is at 1,395 feet AGL over SMQ. So if it is a daytime flight, the flight is legal from a CAPR 60-1 perspective. The altitude used would not be legal for a nighttime flight. Just how safe that is would be the real question. FAR Part 9114 CFR 91.119 Minimum safe altitudes: GeneralExcept when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes: (a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface. (b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft. (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or mentsSince SMQ is not in a congested area, 14 CFR 91.119 (c) would allow the ELT search to be done at 605 feet MSL, which is 500 feet AGL over SMQ. While the flight would be legal from an FAA perspective, it would not be legal from CAPR 60-1 perspective. It would also be definitely less safe than even flying the ELT search at 1,500 MSL.Recommended Best PracticeConsider what is done by a Mission Check Pilot Examiner. When this Mission Check Pilot Examiner is giving CAPF-91 check rides, he positions the ELT to be used for the CAPF-91 at his house, which is nearby. In flying the search, the Mission Check Pilot Examiner said he has the Mission Pilot (MP) candidate fly at an altitude of 2,500 feet MSL.This recommended best practice gives 1,400 feet of vertical separation between the CAPF-91 airplane and the SMQ traffic pattern altitude. This is a very safe altitude in terms of the SMQ traffic pattern.This recommended best practice complies with 14 CFR 91.119. At 2,500 MSL it is 2,395 feet AGL, which is 1,895 feet above the minimum altitude of 14 CFR 91.119.This recommended best practice complies with CAPR 60-1. At 2,500 MSL it is 2,395 feet AGL, which is 1,395 feet above the minimum altitude of CAPR 60-1.Operations at Non-Towered AirportsFlying into, out of, and in the general vicinity of non-towered airports has a fair number of associated risks. Please refer to the AOPA Safety Advisor on Operations at Non-Towered Airports. It is available at the link below. You should also consider using AOPA web page. Click on Flight Planning then Airports. You can use the link Entering “ksmq” then clicking “GO” or pressing the Enter key gives you the Overview page.From the Overview page, you can get a lot of useful information:Hours of OperationField ElevationTraffic Pattern AltitudeRunwaysInstrument ProceduresFuel (including cost)Accident History for the Somerset (SMQ) Airport – click on the NTSB Number to see the accident details.Between 10/27/1999 and 04/19/2014 there were ten (10) accidentsAccidents with Fatal Injuries – 0 Accidents with Serious Injuries – 2 Accidents with Minor Injuries – 3 Accidents with No Injuries – 5 Accident Probable CauseTakeoff – 1 – due to engine failure (water in tanks and carburetor)Landing – 7 – due to loss of control, tail dragger ground loop, substance abuse, fog, helicopter wake turbulence, crosswindApproach – 1 – due to loss of pitch control during simulated engine outRunway Incursion – 1 – due to collision with tugIf you are going into an airport that is not your home base, you should seriously consider using the AOPA website to research your destination airport. This will help you comply with 14 CFR 91.103.Determining the Active RunwayThe active runway at a non-towered airport is typically determined by any or all of the following:By looking at the direction the wind sock is pointingBy listening to ASOS/AWOSBy observing arriving and departing trafficBy listening to arriving and departing traffic on the CTAF (Common Traffic Advisory Frequency)Occasionally pilots will land downwind or takeoff downwind. This may be done for any number of reasons. Examples include:Minimizing the taxi distance from the hangar or tie-down to the runway to save fuel and/or Hobbs timeMinimizing the taxi distance from the runway to the hangar or tie-down to save fuel and/or Hobbs timeDid not know the ASOS/AWOS frequencyComplacencyOn the ground, CAP pilots need to listen to what is being said on the CTAF as well as exercise vigilance and situational awareness. Together these efforts will help to avoid traffic conflicts. On approach to an airport, CAP pilots need to monitor the CTAF from at least ten miles out to get a sense of the traffic volume at the airport and the runway in use for arrivals and departures. This will build a mental image of the airport and result in very good situational awareness.In the early 2000’s, LtCol Rich Olszewski and Maj Lou Bainbridge advocated the execution of a 270° clearing turn as CAP airplanes taxied onto the runway. As a wing, we should consider revisiting this maneuver.Avoiding Runway and Taxiway IncursionsThe information in this section is from Airport section of AOPA’s Flight Planning website. The link for Central Jersey Airport is . This section relates to Scenario #3.Central Jersey (47N) Airport EnvironmentKey attributes of the Central Jersey (47N) airport environment are listed below.Field Elevation – 86 feetTraffic Pattern Altitude (TPA) – 1,086 feet MSLRunways – 7/25 – 3,510 feet x 50 feetThe picture below is from Google Earth via the AOPA Airports page for 47N.When a Cessna high-winged airplane taxis to the hold short line for departure from runway 7, the left wing obscures landing traffic on runway 25.This presents the opportunity for a traffic conflict.See the section on recommended best practices for information on how to guard against a mishap like this.Central Jersey (47N) Recommended Best Practices for Departing from Runway 7The picture below is from Google Earth via the AOPA Airports page for 47N.Consider these recommendations for a safe departure from Runway 7 that reduce the possibility of a conflict with traffic landing on runway 25.The PIC strictly enforces a sterile cockpit: no talking except for necessary or emergency communications.Well back from the hold short line, the PIC turns the airplane so its wings are parallel to the runway.The PIC as well as all other crew members listen for any CTAF advisories about landing traffic, paying particular attention to the runway numbers broadcast.The PIC as well as all other crew members maintain a constant vigilance forTraffic on landing on Runway 25Traffic on landing on Runway 7When the pre-takeoff run-up is complete, the PIC should do the following:Broadcast “Cessna 172, departing Runway 7” Turn the airplane’s nose back onto the taxiway centerlineProceed to the departure end of Runway 7Initiate takeoff rollCentral Jersey (47N) Accident HistoryAccident History for the Central Jersey (47N) Airport – click on the NTSB Number to see the accident details.Between 08/21/1984 and 09/06/2012 there were 14 accidentsAccidents with Fatal Injuries – 1 Accidents with Serious Injuries – 3 Accidents with Minor Injuries – 3 Accidents with No Injuries – 7 Accident Probable CauseTakeoff – 4 – due to density altitude, over gross takeoff weight, departure stall, seat latch, loss of control, aborted takeoffLanding – 9– due to loss of control, fuel exhaustion, hard landing with prop strike, controlled flight into terrain, loss of control on go around, loss of control – student pitched down instead of up, controlled flight into terrain (snow bank), solo student landed on nose wheel, Ground – 1 – hand prop, runaway unattended aircraftAvoiding Conflicts with Landing TrafficThe information in this section is from Airport section of AOPA’s Flight Planning website. The link for Somerset Airport is . This section relates to Scenario #1.Somerset (SMQ) Airport EnvironmentKey attributes of the Somerset (SMQ) airport environment are listed below.Field Elevation – 105 feetTraffic Pattern Altitude (TPA) – 1,100 feet MSLRunways12/30 – 2,733 feet x 65 feet (asphalt)17/35 – 1,821 feet x 200 feet (turf)8/26 – 2,200 feet x 100 feet (turf)Airport Diagram (source: ForeFlight)Consider the observations and recommendations listed below for reducing the possibility of a conflict with traffic landing on runway 12 when CAP traffic is planning to depart from runway 30.There was no traffic conflict because the CAP airplane continued to hold short at runway 30.The PIC strictly enforces a sterile cockpit: no talking except for necessary or emergency communications.The PIC as well as all other crew members listen for any CTAF advisories about landing traffic, paying particular attention to the runway numbers broadcast.The PIC as well as all other crew members maintain a constant vigilance forTraffic landing on Runway 30Traffic landing on Runway 12When the pre-takeoff run-up is complete, the PIC (or Co-pilot or Mission Observer) should do the following:Broadcast “Cessna 182, departing Runway 3-0” If something happens to change your departure, you should Broadcast “Cessna 182, holding short runway 3-0.”If there is a broadcast on the CTAF of arriving traffic and you cannot see the traffic, especially if it is opposite direction traffic, you should Broadcast “Cessna 182, looking for traffic, holding short runway 3-0.”Avoid making broadcasts on the CTAF that will be confusing to other pilots in the patternMaintain your situational awarenessProceed to the departure end of Runway 30Initiate takeoff rollSee the section on Radio Communications for more information.The picture below is from Google Earth for SMQ.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)CAPP 2 CAP ELT/EPIRB Search (15 OCT 91)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 91 ................
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