New Jersey Wing

Standardization & Evaluation

Flight Operations Bulletin #1

Some Best Practices

ByMaj William J. Doyle, Jr., CFI A&I, AGI, IGI, FAAST Rep (PHL)

NJWG/DOV

11 SEP 2014

Updated20 SEP 2014

NJWG Standardization & Evaluation Flight Operations Bulletin #1

Table of ContentsTable of Contents.....................................................................................................................................................................2

Acknowledgements..................................................................................................................................................................3

Preface......................................................................................................................................................................................4

Information That the FAA Wants You to Know About Your Destination Airport.................................................................4

14 CFR 91.103 – Preflight Action.......................................................................................................................................4

Hypothetical Scenarios............................................................................................................................................................5

Scenario #1 – CAP Airplane Doing ELT Search Flies 400 Feet Above Airport Traffic Pattern........................................5

Scenario #2 – CAP Airplane Departing Runway 30 and Civilian Airplane Landing on Runway 12.................................5

Scenario #3 – CAP Airplane Nearly Taxis in Front of Landing Civilian Airplane.............................................................5

Mission Altitudes for CAP ELT Searches...............................................................................................................................6

CAPR 60-1...........................................................................................................................................................................6

FAR Part 91.........................................................................................................................................................................7

Recommended Best Practice................................................................................................................................................7

Operations at Non-Towered Airports......................................................................................................................................8

Determining the Active Runway........................................................................................................................................10

Avoiding Runway and Taxiway Incursions.......................................................................................................................10

Central Jersey (47N) Airport Environment....................................................................................................................10

Central Jersey (47N) Recommended Best Practices for Departing from Runway 7.....................................................12

Central Jersey (47N) Accident History..........................................................................................................................13

Avoiding Conflicts with Landing Traffic..........................................................................................................................14

Somerset (SMQ) Airport Environment..........................................................................................................................14

Radio Communications..........................................................................................................................................................16

Reference Materials...............................................................................................................................................................17

AOPA/Air Safety Foundation............................................................................................................................................17

CAP....................................................................................................................................................................................17

FAA Safety Team (FAAST) Presentations........................................................................................................................17

FAA Handbooks and Regulations......................................................................................................................................17

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NJWG Standardization & Evaluation Flight Operations Bulletin #1

Acknowledgements

I 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.

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NJWG Standardization & Evaluation Flight Operations Bulletin #1

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 Airports SA08 – Operations at Nontowered Airports SA15 – Collision Avoidance SA19 – Say Intentions … When You Need ATC’s Help SA24 – Do The Right Thing: Decision Making for Pilots SA27 – Emergency Procedures SA28 – Federal Aviation Regulations

Information 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 Action• Each pilot in command shall, before beginning a flight, become familiar with all available information

concerning that flight. This information must include —a) 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;

b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:

1) 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; and

2) For 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.

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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.

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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 60-1 CAPR 60-1 (3 MAY 2014), 2-2. Operation Limits

o Paragraph 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 landing.

Comments

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o An 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.

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FAR Part 91 14 CFR 91.119 Minimum safe altitudes: General

o Except 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 structure.

Commentso Since 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.

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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.http://williamjdoylejr.net/DOV/AOPA_Safety_Advisors/sa08_Operations_at_Nontowered_Airports.pdf

You should also consider using AOPA web page. Click on Flight Planning then Airports. You can use the link http://www.aopa.org/airports/

Entering “ksmq” then clicking “GO” or pressing the Enter key gives you the Overview page.

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From the Overview page, you can get a lot of useful information: Hours of Operation Field Elevation Traffic Pattern Altitude Runways Instrument Procedures Fuel (including cost) Accident History for the Somerset (SMQ) Airport – click on the NTSB Number to see the accident

details.o Between 10/27/1999 and 04/19/2014 there were ten (10) accidents

Accidents with Fatal Injuries – 0 Accidents with Serious Injuries – 2 Accidents with Minor Injuries – 3 Accidents with No Injuries – 5

o Accident Probable Cause Takeoff – 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, crosswind Approach – 1 – due to loss of pitch control during simulated engine out Runway Incursion – 1 – due to collision with tug

If 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.

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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 pointing By listening to ASOS/AWOS By observing arriving and departing traffic By 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 time Minimizing the taxi distance from the runway to the hangar or tie-down to save fuel and/or Hobbs time Did not know the ASOS/AWOS frequency Complacency

On 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 http://www.aopa.org/airports/47N.

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 feet Traffic Pattern Altitude (TPA) – 1,086 feet MSL Runways – 7/25 – 3,510 feet x 50 feet

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The 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.

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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 for

o Traffic on landing on Runway 25o Traffic on landing on Runway 7

When the pre-takeoff run-up is complete, the PIC should do the following:o Broadcast “Cessna 172, departing Runway 7” o Turn the airplane’s nose back onto the taxiway centerlineo Proceed to the departure end of Runway 7o Initiate takeoff roll

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Central Jersey (47N) Accident History Accident History for the Central Jersey (47N) Airport – click on the NTSB Number to see the accident

details.o Between 08/21/1984 and 09/06/2012 there were 14 accidents

Accidents with Fatal Injuries – 1 Accidents with Serious Injuries – 3 Accidents with Minor Injuries – 3 Accidents with No Injuries – 7

o Accident Probable Cause Takeoff – 4 – due to density altitude, over gross takeoff weight, departure stall, seat latch,

loss of control, aborted takeoff Landing – 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 aircraft

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Avoiding Conflicts with Landing TrafficThe information in this section is from Airport section of AOPA’s Flight Planning website. The link for Somerset Airport is http://www.aopa.org/airports/ksmq.

This section relates to Scenario #1.

Somerset (SMQ) Airport EnvironmentKey attributes of the Somerset (SMQ) airport environment are listed below.

Field Elevation – 105 feet Traffic Pattern Altitude (TPA) – 1,100 feet MSL Runways

o 12/30 – 2,733 feet x 65 feet (asphalt)o 17/35 – 1,821 feet x 200 feet (turf)o 8/26 – 2,200 feet x 100 feet (turf)

Airport Diagram (source: ForeFlight)

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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 for

o Traffic landing on Runway 30o Traffic landing on Runway 12

When the pre-takeoff run-up is complete, the PIC (or Co-pilot or Mission Observer) should do the following:

o 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.”

o Avoid making broadcasts on the CTAF that will be confusing to other pilots in the patterno Maintain your situational awarenesso Proceed to the departure end of Runway 30o Initiate takeoff roll

See the section on Radio Communications for more information.

The picture below is from Google Earth for SMQ.

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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-Number Call Sign PronunciationN17NJ CAP 2917 CAP Twenty-nine SeventeenN19NJ CAP 2919 CAP Twenty-nine NineteenN23NJ CAP 2923 CAP Twenty-nine Twenty-threeN63312 CAP 2912 CAP Twenty-nine TwelveN355CP CAP 2955 CAP Twenty-nine Fifty-fiveN941CP CAP 2941 CAP Twenty-nine Forty-one

It 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.http://flash.aopa.org/asf/radiocomm/

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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 Foundation AOPA-ASF Runway Safety Flash Cards Airspace Flash Cards Aircraft Flash Cards AOPA Safety Advisors AOPA Airports

CAP CAP Aviation Operational Risk Management Worksheet Operational Risk Management Matrix Instructions CAPR 60-1 CAP Flight Management CAPR 60-3 CAP Emergency Services Training and Operational Missions CAPR 100-3 Radiotelephone Operations (Includes Change 1, 24 Mar 10) CAPP 2 CAP ELT/EPIRB Search (15 OCT 91)

FAA Safety Team (FAAST) Presentations Cessna 172, 182, and 206 Accident Trends Airplane Performance Airplane Pre-Flight Planning Crosswind Operations Weight & Balance Fuel Management Single Pilot, Night IFR What If You Are VFR and Encounter IMC?

FAA Handbooks and Regulations Airplane Flying Handbook Instrument Flying Handbook Pilot’s Handbook of Aeronautical Knowledge Risk Management Handbook Electronic Code of Federal Regulations – Title 14 Chapter I--Federal Aviation Administration, Department of

Transportation, Subchapter D – Airmeno 14 CFR Part 61 o 14 CFR Part 91

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