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[During the flight back to the base], I
I constantly broadcasted in
Up!
announced entering a right downwind for runway 16, ABC.
Then I heard another aircraft announcing he was entering a
left downwind for runway 34, touch and go...no airport was
stated. I announced my turns to base and then final, runway
16, ABC. On final, I noticed lights descending towards runway
34. I banked to the east. The other aircraft banked west.
Please publish the need for everyone to broadcast “blind” at
uncontrolled airports their entries into downwind, base and
final; and to preface and end their transmissions with the
name of the airport.
Firefighting Follies
Speaking of speaking up, summer is also the time when
numerous fire fighting aircraft are on the airwaves, trying to
coordinate patrols, water and retardant drops, and
deployment of equipment and personnel. Monitoring of
nearby UNICOM frequencies by local pilots provides a
margin of safety for the fire fighters, who are engaged in an
already hazardous enough occupation. A report to ASRS
illustrates:
■ Our aircraft were working a small forest fire. I was
concerned when I saw a sight-seer approach and begin
circling right in with the two working aircraft, at the same
altitude and within 100 feet at times. Several attempts were
made to get him to leave the immediate area, including use of
several radio frequencies, and a siren and loudspeaker.
Nothing worked! It is recommended that non-working
aircraft remain at least 2000 feet above the highest fire
fighting aircraft. A mid-air is not a satisfactory way to end
a sight-seeing trip.
Nor a satisfactory way to end a fire fighting mission!
Remember, too, that temporary flight restrictions (FAR
91.137) are often set up around many forest fires. Check
NOTAMs and get good briefings before flying into
these areas.
“In the Blind”–and Dark
About the only thing that went right for this military pilot on
a civilian pleasure flight was his continuing to broadcast in
the blind, in an effort to make everyone aware of his intentions:
the blind. I decided to shoot the ILS approach, because when
I identified the airport, the runway lights were not on. While
I was circling to orient myself, I drifted into the nearby Class
B airspace. We train making approaches and landings with
and without night vision goggles. Therefore I was
comfortable with landing at an unlit runway. After I touched
down, I noticed the red light coming from the Tower. I
thought they had a disabled aircraft following me, because
the fire trucks and security patrol cars were racing toward
the runway. It never crossed my mind that it was because of
me.
As it happened, the pilot did have a radio failure. From the
Tower’s point of view, however, this pilot was an intruder:
no radio contact, conducting an IFR approach without a
clearance, landing at night without runway lights. On top
of all that, the base aero club had been searching for him
because he had failed to close his outbound flight plan.
Visual perceptions account for about 70 percent of the
information most people absorb, and are the basis for
simulator training for pilots.
quite jibe with those perceptions...well, the Captain of a
widebody cargo aircraft explains what can happen:
■ Pushback 20 minutes late.
the left of taxiway centerline.
before realizing how far off the taxiway centerline I was
and how at risk I was of contacting taxiway lights.
Stopped aircraft, summoned maintenance, and
requested visual inspection of the aircraft, tires, and
taxiway lights.
light was damaged...apparently not hit by us.
proceeded to destination without incident.
Contributing factors: failure to use taxi lights out of
courtesy to other aircraft; positioning of aircraft after
pushback; and confusion about position on taxiway,
exacerbated by fatigue (middle of the night) and recent
experience in simulator earlier the same day.
training scenario involved taxiing under nearly
identical circumstances using taxiway centerline
lighting which exists in the simulator for that taxiway
at that airport, but not in reality.
LOFTY Perceptions
When reality doesn’t
Pushback ended well to
I taxied about 100 feet
Aircraft was undamaged, but a taxiway
We
A LOFT
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