A Growing Problem at Controlled Airports

WATCH, LOOK AND LISTEN!

The FAA defines a runway incursion as "Any occurrence at an airport involving an aircraft, vehicle, person, or object on the ground that creates a collision hazard or results in loss of separation with an aircraft taking off, intending to take off, landing, or intending to land." The FAA also only recognizes runway incursions as occurring at airports with operating control towers.

During a recent four-year period, total reported runway incursions increased 54% from 186 to 287. Detailed investigations of these incidents have identified three major areas contributing to runway incursions:

• Communications
• Airport knowledge
• Cockpit procedures for maintaining orientation.

The risk of being involved in a runway incursion can be greatly reduced by improving communications skills, increasing knowledge of airport taxiways and runways, and following cockpit procedures.

Keep Communications Clear and Concise

Effective pilot/controller communication is key to safe surface operations. Clear understanding of instructions should never be compromised, especially during busy times or when the frequency is congested. Listen before you transmit. If you are able, monitor radio communications to establish a "mental picture" of airport activity. Think before keying your transmitter. Keep communications with the controller clear and concise, and follow recommended standard phraseology as indicated in the Aeronautical Information Manual. Never assume. Ensure you understand all instructions. Read back runway "hold short" instructions verbatim.

Be Familiar With the Airport

It sounds simple-know where you are and where you are going. In reality ground operations can be the most demanding and complex phase of flight. Detailed airport diagrams are helpful and are available on NOAA and other commercial vendors’ approach charts. Although such diagrams are normally used by instrument-rated pilots, VFR pilots will also find them useful during surface operations.

• Review airport diagrams before taxiing or landing.
• Keep airport/taxi diagrams readily available during taxiing.
• Request progressive taxiing instructions from air traffic control.
• Be alert to airport vehicle and pedestrian activity.
• Follow Proper Cockpit Procedures.

Pilots can use proven and effective procedures in the cockpit to help conduct safe operations on the ground and during takeoff and landing. Maintain a sterile cockpit environment. Avoid unnecessary conversation during surface operations, takeoff, and landing. Constantly scan outside of the cockpit, especially when on runways. If lost while taxiing on the surface, contact air traffic control immediately. Make your aircraft visible by proper use of aircraft lights. If you are unfamiliar with the airport, again, do not hesitate to request progressive taxi instructions. Ensure proper radio operation and check audio panel, volume control, and squelch settings. Know and follow lost communication procedures, and use good judgment should radio failure occur.

Stay Alert, Especially in Low Visibility

Extra vigilance is required when visibility decreases, and the ability for pilots and controllers to maintain a desired level of situational awareness becomes significantly more difficult. During periods of reduced visibility, pilots should keep in mind:

1. Cockpit workload and distractions tend to increase.
2. As cockpit activity increases, attention to communications tends to decrease.
3. Fatigue levels increase.
4. Increased vigilance is needed when snow and other weather conditions obscure surface markings and make signs difficult to use.

Surface Markings and Signs

Familiarize yourself with airport signage and markings. You can refer to appropriate sections in the AIM or download three safety pamphlets—

1. "Land and Hold Short Operations,"
2. "Reducing Runway Incursions," and
3. "Surface Movement Guidance and Control System"

from the Aviation Safety Program Home Page:www.faa.gov/avr/news/asphome.htm

Report confusing or deteriorating surface markings and signs, inoperative airport lighting, and inaccurate airport diagrams to the tower or airport manager.

Report any runway incursions to the NASA Aviation Safety Reporting System (ASRS). ASRS maintains a database of reported hazards, and Alert Messages from ASRS are forwarded to appropriate airport authorities for action. Airport authorities are requested to provide responses to alert messages to ASRS as a check on the types of corrective actions being taken. Finally, remember as a kid how your parents stressed looking both ways before you crossed the street and how well that preserved your pedestrian safety. Stop, look, and listen may be equally helpful in preventing runway incursions.

This article is based on a pamphlet called, "Runway Incursions," issued by the FAA’s Office of System Safety

It is with great pleasure that I’m introducing the first Fresno Flight Standards District Office (FSDO) published maintenance newsletter that will be distributed quarterly. The emphasis of the safety program newsletter is to ensure that mechanics, operators, and air agencies are provided with a yearly schedule of program topics. Topics that promote safety for maintenance aviation activities.

It is often stated by many aviation maintenance directors that AMT’s are the "Unsung Hero’s of Aviation." Why?… AMT’s must stay current with the high tech changes affecting aviation maintenance. They must deal with and control the effects of human factors. The AMT must learn and apply which 'Safety Nets' are required to keep themselves safe, stay employed, meet "gate times," and stay in compliance with the FAR’s. While balancing and dealing with the above mentioned factors, the AMT still remains responsible and accountable for the airworthiness of the aircraft he/she is maintaining.

The aviation industry must depend upon the AMT to maintain high maintenance standards. Maintaining this standard may be accomplished through continuous education. The educational strategy that I, as Safety Program Manager (SPM), will be implementing is to provide the local AMT’s with technical assistance and continuing education of regulatory requirements. I encourage you to ask any maintenance questions you’d like answered, your participation will ensure success for all of us involved in aviation maintenance safety.

Any changes or revisions for future topics will be addressed in the quarterly newsletter, and via the Internet at  http://www.awp.faa.gov/fsdo/fresno.

As your Fresno FSDO Safety Program Manager (Airworthiness), I am looking forward to meeting with you and discussing the varied topics that are planned throughout the year.

Richard T. Dilbeck
Safety Program Manager (Airworthiness)

CHANGE OF ADDRESS NOTIFICATION, AC FORM 8060-55

Please help us update our A&P-Repairmen database, which will aid in contacting our maintenance technicians with future newsletters.  The PRIVACY ACT protects disclosure.

CRASH SURVIVALIBILITY

Any time we take an aircraft aloft we have a slight chance of coming down in a manner which would normally be unacceptable. In other words we might crash. I have heard it said if a person is prepared he or she will not have as much fear. With that in mind I have decided to talk on Crash Survivability, which just happens to be part of the FAA Administrator’s Safety Agenda for FY 2000, to help in case you encounter one of those sweaty palm moments; or days as the case may be.

Wearing of seat belts and shoulder harnesses is imperative when flying an aircraft. The forces exerted on the human body, many times, far exceed the body's ability to withstand injury. Even when strapped down, the body may be struck by other objects in the interior of the aircraft.

Some pilots (and vehicle drivers also) say that they would rather be thrown clear than risk the chance of being burned in an accident. I tell them they had better practice by jumping off of a chair onto their heads. (Please don’t try this at home.)

Other factors these individuals never seem to consider are what you are going to be thrown through, before you are clear of the aircraft. I think that the canopy or the door might provide plenty of hurt before you would be clear of the aircraft.

Perhaps considering what you might be thrown into might be worth considering also. (The squeamish might what to skip the next couple of lines). Try throwing a watermelon ten feet onto the road some day to get an idea.

Obviously, being thrown from an aircraft is usually fatal. The autopsy report usually reports the cause of death to be Blunt Force Trauma. Just the name sends chills up and down my spine. I don’t know of any expert today who advocates being thrown from a moving object as opposed to being restrained in the object.

Preparing the cabin before an accident might also be helpful. Removing and restraining objects that might fly around in an accident is important. Placing pillows or blankets in stratigic places in the cabin might protect the face or head. Taking sharp objects out of clothing and tightening seat belts and shoulder harnesses could save unexpected injuries.

Another important item is the pilot's landing skill. Being able to set the aircraft down close to a stall could shave 5 to 8 G. forces off of the impact. This could be the difference between crashing at 50 as opposed to 80 mph.

There are also the stories of the pilot who made a magnificent crash landing, and climbed out of the wreckage and just had to have a smoke to celebrate. After he had lit his cigarett he threw the lighted match down into the fuel covering the ground. It’s too bad there wasn’t an aircraft overhead at the time, the resulting fire would have made a great beacon.

Look in future issues for more on crash survivability.

P.S. Pilots who file a flight plan are usually found in 24 hours after being lost in an accident. Pilots who do not file a flight plan ‘if found’ average 72 hours before they are found. Very Pro’found’.

BAKERSFIELD MUNICIPAL PILOTS

This district office has recently received some disturbing reports concerning aircraft based out of L45 that have caused air carrier aircraft to take evasive action while on approach to BFL. Such activity is not only illegal, but it’s downright deadly. There are, unfortunately, some individuals out there who can ruin the barrel. Don’t be one of them!

Sec. 91.111 Operating near other aircraft.

(a) No person may operate an aircraft so close to another aircraft as to create a collision hazard.

Sec. 91.13 Careless or reckless operation.

Aircraft operations for the purpose of air navigation. No person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another.

Fresno Aerial Applicators

Remember that all of the FAA ‘Wings’ seminars in this District have been approved by the Calif. Dept. of Pesticides for ‘Continuing Education Credit’. Please attend!

Sacramento - FLYING COMPANION SEMINAR

If your companion doesn't share your love of flying or would like to learn more -- send him or her to the Sacramento Valley 99’s for a comprehensive introduction to companion flying. This seminar is an excellent opportunity for the reluctant flier to learn about the joys of flying.

The seminar will be held on Saturday, June 10, 2000 - 8:30 AM to 4:30 PM, in the Sacramento Executive Airport Conference Room, 6151 Freeport Blvd., Sacramento.

The topics covered in the seminar are: Why preflight an airplane, chart reading, navigation, aerodynamics, understanding weather, communications, how to handle emergencies and much more.

Advance registration is required. For more information contact Lucy Sakakihara at (916) 395-9542 or Shirley Lehr at (916) 395-7735, e-mail slehr@jps.net, or 99s Voice mail 916 863-3015.

WINGS PROFICIENCY
AWARD PROGRAM