Norcal, November 1999

Air Traffic Control, Controlled Airspace
and You !
From the Central Valley Aviation News *Review your airspace knowledge and ATC procedures. Put your questions to a real* FAA ATC tower supervisor. As we aviate up and down our beautiful valley, we must always be alert and aware of the ATC procedures necessary for efficient flow into and out of our more busy valley airports. Valley airports that have an operating control tower require us to review on occasion our AIM x 4-3-2. AIRPORTS WITH AN OPERATING CONTROL TOWER A. When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two-way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless the tower authorizes otherwise. Initial callup should be made about 15 miles from the airport. Unless there is a good reason to leave the tower frequency before exiting the Class B, Class C, and Class D surface areas, it is a good operating practice to remain on the tower frequency for the purpose of receiving traffic information. In the interest of reducing tower frequency congestion, pilots are reminded that it is not necessary to request permission to leave the tower frequency once outside of Class B, Class C, and Class D surface areas. Pilots are expected to use good operating practices and communicate with the control tower as described in this section. B. When necessary, the tower controller will issue clearances or other information for aircraft to generally follow the desired flight path (traffic patterns) when flying in Class B, Class C, and Class D surface areas and the proper taxi routes when operating on the ground. If not otherwise authorized or directed by the tower, pilots of fixed-wing aircraft approaching to land must circle the airport to the left. Pilots approaching to land in a helicopter must avoid the flow of fixed-wing traffic. However, in all instances, an appropriate clearance must be received from the tower before landing. C. Many towers are equipped with a tower radar display. The radar uses are intended to enhance the effectiveness and efficiency of the local control, or tower, position. They are not intended to provide radar services or benefits to pilots except as they may accrue through a more efficient tower operation. The four basic uses are: 1. To determine an aircraft's exact location: This is accomplished by radar identifying the VFR aircraft through any of the techniques available to a radar position, such as having the aircraft squawk ident. Once identified, the aircraft's position and spatial relationship to other aircraft can be quickly determined, and standard instructions regarding VFR operation in Class B, Class C, and Class D surface areas will be issued. Once initial radar identification of a VFR aircraft has been established and the appropriate instructions have been issued, radar monitoring may be discontinued; the reason being that the local controller's primary means of surveillance in VFR conditions is visually scanning the airport and local area. 2. To provide radar traffic advisories: Radar traffic advisories may be provided to the extent that the local controller is able to monitor the radar display. Local control has primary control responsibilities to the aircraft operating on the runways, which will normally supersede radar monitoring duties. 3. To provide a direction or suggested heading:** The local controller may provide pilots flying VFR with generalized instructions which will facilitate operations; e.g., " PROCEED SOUTHWEST BOUND, ENTER A RIGHT DOWNWIND RUNWAY THREE ZERO ," or provide a suggested heading to establish radar identification or as an advisory aid to navigation; e.g., " SUGGESTED HEADING TWO TWO ZERO, FOR RADAR IDENTIFICATION. " In both cases, the instructions are advisory aids to the pilot flying VFR and are not radar vectors. NOTE- Pilots have complete discretion regarding acceptance of the suggested headings or directions and have sole responsibility for seeing and avoiding other aircraft. 4. To provide information and instructions to aircraft operating within Class B, Class C, and Class D surface areas: In an example of this situation, the local controller would use the radar to advise a pilot on an extended downwind when to turn base leg. NOTE- The above tower radar applications are intended to augment the standard functions of the local control position. There is no controller requirement to maintain constant radar identification. In fact, such a requirement could compromise the local controller's ability to visually scan the airport and local area to meet FAA responsibilities to the aircraft operating on the runways and within the Class B, Class C, and Class D surface areas. Normally, pilots will not be advised of being in radar contact since that continued status cannot be guaranteed and since the purpose of the radar identification is not to establish a link for the provision of radar services. D. A few of the radar equipped towers are authorized to use the radar to ensure separation between aircraft in specific situations, while still others may function as limited radar approach controls. The various radar uses are strictly a function of FAA operational need. The facilities may be indistinguishable to pilots since they are all referred to as tower and no publication lists the degree of radar use. Therefore, when in communication with a tower controller who may have radar available, DO NOT ASSUME that constant radar monitoring and complete ATC radar services are being provided. Remember the ol' acronym about the classes of airspace? A = Altitude (i.e. above FL180) B = "Big Airports" (e.g. LAX, SFO or LAS) C = "Complex Airports" (e.g. Operating Control Tower & required Mode C & prior communication before entering; examples: Fresno; Santa Barbara) D = "Double Duty Airports" (e.g. Operating Control tower and still requires min VFR, examples, Bakersfield, Modesto) E = "Everything else" (Basically the old ‘controlled airspace’ concept) G = "From E to the ground is G" (Basically the old ‘uncontrolled airspace concept)

Notes for Pilots

Oakland
Operation Raincheck
Wed, Nov. 3rd, 7:00 PM

Familiarizing the pilot with Air Traffic Control services.

Welcome & Introduction -
Thann McLeod - Support Specialist, Stockton Tower/TRACON

Flight Standards -
Howard Manning - Oakland Flight Standards District Office

Flight Services Station Services -
Mark Oglesby - Support Specialist, Rancho Murietta AFSS

Stockton Tower & TRACON Services -
Thann McLeod & Guest Speaker to be announced, Stockton Tower/TRACON

Bay TRACON Services -
Guest Speaker to be announced, Bay TRACON

For more info, click on the plane.

Taft Airport Pilots

On Thursday November 4^th, 7:00 p.m. at the Taft Airport Pilot’s Lounge, there will be a special Aviation Safety Seminar concerning the unique takeoff and landing techniques necessary when operating out of the Taft Airport. Come on by!

Merced/ Atwater/ Modesto Pilots

Wanting to go to a Wings seminar but just can’t get away on Thursday nights? Well, Aviation Safety Counselor Ray Beverly is hosting a "most of the day" seminar Saturday, November 13^th at the Monaco Hangar / Modesto Airport. His excellent presentations will focus on IFR and VFR procedures that we can all learn from. Be sure to attend, it’s free and it’s an approved FAA "Wings" Seminar.

Fresno Pilots

This is a test! Due to the Thanksgiving Holiday, your seminar will be on 11/23 ! A TUESDAY night! Let’s see how many pilots attend!

SIC SAC
*Significant Information for Pilots*
LISTEN WHEN YOUR AIRCRAFT SPEAKS Gordon Campbell, Safety Program Mgr., Airworthiness Reprinted from the Sacramento Aviation Safety Review It’s a gorgeous day. Work has been slow today and you can’t resist staring out the window. You’ve been so busy lately there hasn’t been time to fly your airplane. An airplane slips into view and that’s all it takes; you’re going flying. As you walk to your tie-down space you notice a bird sitting on your propeller. You get closer, the bird squawks and gets airborne. No big deal, he wants to fly today too. As you conduct your pre-flight inspection you notice bird droppings on the prop and on the ground below. During your run-up you notice a peculiar odor. After the fire department has extinguished the flames and your engine is uncowled, you find among the burnt ignition leads and charred sheet metal the remnants of the largest bird nest you have ever seen. The fireman looks at the mess and mutters disgustedly "starlings." Joe is talking to his "hanger-neighbor," Clyde. Both of them have the identical model aircraft with virtually the same amount of hours on the tachometers. Clyde has just had a Global Positioning Satellite system installed on his aircraft and he invites Joe for a quick trip around the patch for a demonstration ride. He insists that Joe fly the aircraft and Joe graciously accepts. Joe starts noticing some subtle differences between the two aircraft. His neighbor’s aircraft doesn’t have the "musty" smell that Joe’s does. Joe didn’t have to wiggle in the seat while pulling on the seat position handle to engage the seat on the seat tracks. While taxiing, Clyde’s aircraft seems easier to steer and doesn’t constantly pull to one side. It also feels like they have just resurfaced the taxiway because the ride is so smooth. Clyde’s aircraft accelerates to take-off RPM smoothly and the aircraft seems to quietly leap off the runway. As Joe is learning about GPS he notices that the aircraft seems to fly straight and level almost all by itself. Trimming took no time at all, and the minor control pressures applied gave very precise and responsive handling. The aircraft felt smooth and solid. The radios were unusually crisp and clear. On landing it seemed as though the aircraft knew exactly what Joe’s intentions were, and the typical shuttering and correcting of Joe’s own aircraft during roll-out were non-existent. Back on the ground Joe finds out that he has spent far more money than Clyde on fuel, oil, tires, brakes, sheet metal crack repairs, rod ends, light bulbs, cylinders, and just about everything else. Far more money than a nice GPS installation on his aircraft would cost. Joe’s aircraft has been giving him signs of impending problems. Clyde’s aircraft did too. However, Clyde recognized the signals and reacted quickly by having the necessary corrections made before things got expensive, or could have possibly caused an in-flight failure. It may be as subtle as bird droppings on a propeller, or having to fly with a little pressure on the aileron or rudder controls, but your aircraft is constantly giving you signals that all may not be well. The Sacramento FSDO has a two hour seminar that will help you recognize the various signals that your aircraft is giving you. We can put you on a path into becoming a doctor or detective (as far as your aircraft is concerned). If you or your group would like to schedule this seminar at your facility call Gordon Campbell at (916) 422-0272 extension 258. In the meantime, LISTEN WHEN YOUR AIRCRAFT SPEAKS!

FAA Web Sites

A new way to find out about Safety Seminars, and much more, is available on the FAA Western-Pacific Flight Standards Internet WEB Site. You may view a complete listing of meetings available in California, Arizona, Nevada and Hawaii. There are options to search for meetings sponsored by SAC FSDO and for meetings at a particular airport. You may also register for the meetings on-line which will allow us to notify you via e-mail if the meeting is changed or canceled.

Check it out

Also, check out the new home pages for Fresno and Oakland

**A Special Opportunity For All Pilots**
WINGS: An excellent way to gain proficiency. WINGS is the FAA Pilot Proficiency Award Program designed to encourage general aviation pilots to continue their training. It provides an opportunity to practice selected maneuvers in a minimum of instruction time. WINGS is an excellent opportunity for you to re-evaluate your flight proficiency and knowledge. If You're a Pilot, You're Eligible WINGS is open to all pilots holding a recreational certificate or higher with a current medical certificate, when required. After you've logged three hours of dual instruction under the program and attend at least one FAA-sanctioned safety seminar you will be eligible to receive and wear a distinctive set of WINGS. You will also receive a certificate of completion. Pilots: Your attendance at safety seminars fulfills one of the requirements of the Pilot Proficiency Award program (Wings Program). Completion of the requirements of the Wings Program, as outlined in Advisory Circular 61.91g, will qualify you to receive a Wings lapel pin and wall certificate. ADDITIONALLY, if you satisfactorily complete a phase of the Wings Program within the period specified by Section 61.56 of the Federal Aviation Regulations, you need not accomplish a biennial flight review. More Wings To Work For Each twelve month interval after earning your first set of WINGS you will be eligible for more WINGS. Each WINGS pin is specially designed to mark your additional progress. WINGS - The Sign of a Safe Pilot It's a fact - recurrent training makes a difference. Statistics show that pilots who participate in recurrent training programs such as WINGS, have a much better safety record than the pilots who do not. Earning your WINGS could have a positive impact on your aviation insurance costs. Be sure to inform your insurance agent of your commitment to the WINGS Program WORK FOR YOUR WINGS. THEY'RE WORTH A LOT MORE THAN THE TIME IT TAKES TO GET THEM.