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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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