Reviewing performance calculations

Well, guess what? It's summer again in the valley. You are looking forward to that flight to the coast for some cool ocean air. However, your buddy says he has access to a condo up north at this place called Bridgeport, Ca. (elev.6,468; Runway: 16-34; 4,329 x 60, asphalt). It's on the other side of the Sierras and he wants you and yours to accompany him for a relaxing weekend. Sure, why not? It'll be good to get away for a few days and a small high Sierra town could be interesting. Well, let's see, you're planning to rent the Cessna 182 to fly up there. It can handle a good payload and has plenty of power to handle the higher elevations, but what about this density altitude question? Maybe, I should attend that Wings seminar that the FAA is putting on this month which is expressly devoted to that subject.

This month we'll review density altitude basics, courtesy of Ski Country USA.

Click here to get to the home page, then choose Density Altitude from the menu on the left.

Runway Incursions and all the dangers attached to them have been increasing at an alarming rate.

You can help by:

• Being familiar with the airport diagram.
• Planning in advance for your taxi.
• Using standard radio phraseology.
• Making sure you understand and read back all clearances.
• Complying with all ATC instructions.
• Focusing your attention while you are taxiing.

The Runway Incursion Problem

Incursions, and all the dangers attached to them, have been increasing at an alarming rate

A runway incursion is any occurrence at an airport involving an aircraft, vehicle person, or object on the ground that creates a collision hazard or results in a loss of separation, as defined by air traffic requirements. This separation loss can happen to a departing aircraft, or one preparing for a takeoff. Planes that are landing or intending to land can become subject to a loss of separation or incursion. In other words, ground operations are fertile ground for incursions.

Although general aviation accidents have been decreasing over the past few years, incursions and all the dangers attached to them have been increasing at an alarming rate. It is merely a matter of time before these incursions become tragic accidents. Although the definition applies only to airports with operating control towers, real danger exists for ground operations at any airport. The danger is greatest at night and in reduced visibility conditions. A lot like a busy intersection in your neighborhood, as traffic at our airports increases, our exposure also increases. Basic communication technique and an understanding of the airport environment become your safety net.

November 1996: A Beech 1900C was making a straight-in approach at dusk in visual conditions to Runway 13 at Quincy Municipal Airport, an uncontrolled field. At the same time, a Beech King Air began its takeoff roll on Runway 04. Runway 04 intersects Runway 13. Waiting behind the King Air was a Piper Cherokee (PA-28). At 1700, the captain of the Beech 1900C reported his airplane was on short final for Runway 13. He asked "is the aircraft gonna hold in position on Runway 04 or are you guys gonna take off"? The King Air passenger-pilot did not respond, but the pilot of the Cherokee did, stating "Seven six runway four."

The NTSB report found the Cherokee pilot's response to the Beech 1900C's question inappropriate since the Cherokee was behind the King Air and not first in line for takeoff. The Beech 1900C cockpit voice recorder picked up a ground proximity warning signal followed by the last part of the Piper Cherokee's transmission, "* on the King Air." Despite evasive action by the pilots of both planes, they collided on the ground at the intersection of the two runways. The accident killed ten passengers and two crewmembers on the Beech 1900C. Two people in the King Air were also killed. The weather was not a factor and all the pilots involved were properly certificated, trained and qualified.

The National Transportation Safety Board (NTSB) determined the probable cause of the accident to be the failure of the King Air pilots to effectively monitor the common traffic advisory frequency (CTAF.) Also implicated was their failure to scan for traffic. Contributing to the cause of the accident was the Cherokee pilot's interrupted radio transmission and the misunderstanding of this message by pilots of the Beech 1900C.

In its discussion of the human factors involved in the accident, the NTSB concluded that the transmission by the Cherokee pilot created some of the confusion that precipitated the accident. Also, the pilot of the King Air was a retired airline captain and known to usually be in a hurry to get home. It is possible the pilots in the King Air were not monitoring the common traffic advisory frequency.

This tragic accident illustrates the necessity of stressing basic communication technique and a solid understanding of the airport environment. Knowledge, training and awareness become your safety net.

Runway Signs and Markings

Be sure you understand the code before you venture out on the tarmac.

You might find it difficult to stop for a stop sign if each time one was posted it looked different from other stop signs. When cues are familiar both in how they look and where they are placed, we are more likely to see and respond to the message.

We are creatures of habit. Marketing research tells us that customers look for the known, the familiar, and are most likely to respond to a message if they see it at least seven times. It is that sameness that helps create a response the advertisers want. Standardization is a form of sameness and repetition.

Airport markings are being standardized. That makes it good for us as pilots. A sign at one airport will look the same and mean the same at any airport. With runway incursions increasing at busy towered airports, this signage can be your ticket to trouble free ground navigation.

Signs are placed ahead of intersections and on the left side or both sides. They are mounted high enough to be seen by the large jet drivers and the general aviation pilot. At Denver International, taxiing at night can seem a little like going through a Christmas tree maze. There are green lights, blue lights, wagging yellow lights, red ones and white lights. Here, and at many busy airports, at night and in low visibility, these signs are lighted from behind.

Airport signs follow a specific color convention. Red means danger. A red sign with white letters means you are approaching a runway. The sign may give two numbers such as 12-30, or 30-12. In the first instance, 12-30, the red sign indicates that the approach end of runway 12 is to your left as you look at the sign. In the second example, 30-12, the30 end of the runway is to the left as you face the sign. When only one number is used, say 19R, that indicates you are actually at the approach end of runway 19R.

Black signs with yellow frames and yellow letters can name either a runway or a taxiway. These signs say you are on whatever runway or taxiway named. They are easy to spot and easy to distinguish from the other signs. They answer the "where am I" question. These signs will be at the side of both runways and taxiways.

Yellow signs with black letters and arrows can be the most confusing of all runway signs. These signs, however, give very specific information about where you are and how to proceed to where you want to go. They provide general taxiing direction to a named runway. They also guide us by showing the direction to turn at the next intersection to maneuver onto a named taxiway. On the runways, these yellow signs show the pilot the direction to turn to exit the runway onto the named taxiway. Sometimes there will be a series of yellow signs with arrows going in different directions. To get to your destination, find the taxiway you want and turn your airplane onto the pavement that corresponds to the direction the arrow is pointing.

Many airports are now making the yellow hold bars and some taxiway yellow stripes easier to see by outlining them with black paint. It is critical to recognize and respond to the hold bars properly. On the taxiway side of an intersection there are two solid yellow lines nearest the pilot with double dashed yellow lines on the far side, or runway side. These are the HOLD lines.

When you are coming off a runway, the dashed lines will be nearest you. You "dash" across the broken lines and then the solid ones to completely exit the runway. You are not officially clear of a runway until all of your aircraft has crossed over those solid lines.

We manage to maneuver our cars through busy streets and intersections safely with the help of stop signs and other markings. Today's standardized airport markings provide the same safety protection. When we understand the meaning of the signs and know where to expect to find them on an airport, we will get to and from parking safely.

What's Your Plan?

Planning the ground portion of your trip is as important as the flight portion

Be prepared for visits to airports, even familiar ones, with three primary tools:

• an airport diagram
• a plan
• standard radio communication phraeseology.

Airport diagrams can be found in instrument chart packages. They are also available in several publications for the visual flight rules (VFR) pilots. These products will have a great deal of useful information. The diagrams will display the runway environment, name the runways and taxiways, give all the frequencies needed and a variety of helpful hints. A pilot shop or catalog is a good source.

The plan will be up to you. Where do you want to go? What services will you need? Where will you park for the restaurant or overnight? Once you know where on the airport you want to go, you can lay out some possible routes to that spot.

Assume you land in the direction most often used at your destination. Notice what taxiways you will use and what intersections you may encounter on your way.

Next, you want an alternate route. Assume, for instance, you land to the south instead of the westerly direction you are used to. What taxiways will you probably be assigned? What intersections will you need to navigate? Are there any obvious trouble spots? With the airport diagram studied ahead and easily accessible to you after arrival, you are not likely to become confused.

Your communications with air traffic control will complete your safety planning. Before keying the microphone, have your transmission prepared.

Typical call-ups are:

" San Jose ground, Cessna 456 November, clear of three zero left, taxi to San Jose Jet Center ramp.

" San Jose ground, Cessna 456 November, at ACM ramp, with Whiskey, taxi runway two niner."

How do you ask for help?

" San Jose ground, Cessna 456 November, at San Jose Jet Center ramp, with Whiskey, unfamiliar, request progressive taxi to runway 12R."

When you make this request , controllers will guide you one segment of your journey at a time. Remember, there's nothing wrong with being unfamiliar. Just let the controller know so they can help!

When you receive a clearance, make sure you listen to it carefully and understand what the controller has said not what you expected to hear. If you don't understand or it doesn't seem correct for any reason you should question the controller. Then you want to acknowledge it quickly and effectively. For instance, you have requested runway 12R and the controller says, "Cessna 456 November, taxi to runway 12R." You can respond, "Cessna 456 November taxi runway 12R."

With any hold short instructions, you are required to repeat the instruction. " Cessna 456 November, taxi to Runway 11 via taxiways november, delta, yankee and juliet, hold short runway 12R." You can respond, "Runway 11 via taxiways november, delta, yankee and juliet, hold short runway 12R, Cessna 456 November."

With this answer you have acknowledged the instruction and completed the transmission with your n-number.

Controllers are required to get verification you have heard and understood their instructions. You want to do it effectively using only as many words as you need to be clear. Then be sure to pay attention to your taxiing and comply with the instructions. Once you have started taxiing your journey has begun. Make an effort to raise your awareness and focus on making this a safe flight from chock to chock.

So with the three tools of a diagram, a plan and good radio technique, runway incursions will be a problem you have heard about and one that does not happen to you.

AVIATION SAFETY-EDUCATION PROGRAM
(plus RUNWAY INCURSION INFORMATION)

Presented by Bay TRACON and local Towers in conjunction with OAK and SJC FSDO Aviation Safety Programs

Bay TRACON and local Tower personnel will provide information on the new SFO Class B Airspace modification and new VFR Flyway Chart that will become effective September 7, 2000. In addition, a short discussion on runway incursions will be included. Presentations will be held as part of several Pilot Education Seminars around the Bay Area which have been set up by the San Jose and Oakland FSDO's. If you'd like to get a leg up on the upcoming modification and the new VFR Flyway Chart, come join us at the following locations!

SAN CARLOS Thu 8/3 7PM Bel Air Int'l, San Carlos Arpt

PALO ALTO Wed 8/9 7PM West Valley Flying Club, PAO Airport

SAN JOSE Thur 8/17 7pm American Academy of Aviation, 1144 Coleman Ave

OAKLAND Mon 8/21 7PM Francesco's Restaurant, Hegenberger & Pardee
Main program "VFR Flight Not Recommended and Special VFR" presented by Terry Lankford. (Qualifies for the FAA Wings Program)

CONCORD Tue 8/22 7PM Water District, 1331 Concord Ave
Main program "VFR Flight Not Recommended and Special VFR" presented by Terry Lankford. (Qualifies for the FAA Wings Program)

PETALUMA Wed 8/23 7PM Lucahesse Park, 320 N. McDowell Blvd
Main program "VFR Flight Not Recommended and Special VFR" presented by Terry Lankford. (Qualifies for the FAA Wings Program)

MONTEREY Thur 8/24 7PM Monterey Airplane Co., 808 Airport Rd.

SANTA ROSA Mon 8/28 7PM Office of Education, 5340 Skyland Blvd
Main program "VFR Flight Not Recommended and Special VFR" presented by Terry Lankford. (Qualifies for the FAA Wings Program)

STOCKTON Tue 8/29 7PM Main Term. Stockton Arpt
Main program " Mountain Flying" presented by Art Hayssen. (Qualifies for the FAA Wings Program)

SEE YOU THERE!!

Summer has brought with it the weather phenomena known as Thunderstorms. Some pilots have other names for them, mostly not printable. In my old Air Force days as a Weather Tech we used to call them Thunderbummers because of the miserable amount of work necessary to record their rapidly changing conditions.

Thunderstorms (T-Storms) pass through three stages - Cumulus, Mature, and Dissipating. It is virtually impossible to visually detect the transition from one stage to another because the transition is so subtle.

Cumulus clouds do not all grow into T-Storms, however all T-Storms start out that way. As a thunderstorm grows the updraft varies in strength and the cloud growth may exceed 3000 feet per minute. Considerably faster than the rate of climb of the run of the mill general aviation aircraft.

Precipitation beginning to fall from the cloud base is your signal that a downdraft has developed and the storm has entered the mature stage. This stage may also be where the phenomena known as a microburst may occur which is caused by the down rush of rain at the beginning of the storm. In this stage downdrafts may exceed 2500 (or much worse) feet per minute. Down rushing air spreads out as it reaches the surface, producing strong gusty surface winds. In this stage updrafts also exists in different parts of the cloud which may exceed 6000 feet per minute.

Imagine your aircraft with a downdraft on the left of 3000 feet per and an updraft on your right at 6000 feet per! Believe me there is no amusement park ride that can duplicate the fear caused when a small plane penetrates a T-storm.

The final stage of the T-Storm is characterized by downdrafts. When rain is ended and downdrafts have abated, the dissipation stage is complete.

Individual T-Storms can be less than 5 miles to more than 30 miles in diameter, with cloud bases of a few hundred to 10,000 feet in drier regions. Tops vary from less than 25,000 to 65,000 feet. Besides the severe turbulence and heavy rain, T-Storms can contain hail as big as softballs, severe icing of all types, and stark terror for the unwary or wary pilot. Hail has been known to be thrown 10 to 20 miles out of the top of the cloud.

If this wasn't enough, thunderstorm clouds often obscure mountains and hills and other obstructions by raining, snowing, misting, raising dust, hailing, or rattling pilot's heads against the side of the cabin, or last but not least, by blinding the pilot with lightning bolts which can be 6000 degrees Fahrenheit and extremely bright. Is it any wonder we called them Thunderbummers in those days. In other words stay away from Thunderstorms.

By Daniel Abdon, Operations SPM SAC.FSDO

End of Fresno Area Seminars

WINGS PROFICIENCY
AWARD PROGRAM