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Skyservice Airlines company Flight Operations Manual (FOM) enables a document entitled
“Briefing and Airport Notes”. This document is part of the on-board library and contains
comprehensive information for flight crews operating into airports that require additional
airport specific information. Windsor Airport is not included in this section as an airport
requiring extra attention by flight crews.
Transport Canada’s Aeronautical Information Publication (AIP) includes specific guidance for
aircraft operations at uncontrolled aerodromes. AIP, RAC 4.5.1, states, in part: “An uncontrolled
aerodrome is an aerodrome without a control tower, or one where the tower is not in operation.
There is no substitute for alertness while in the vicinity of an uncontrolled aerodrome. It is
essential that pilots be aware of and look for other traffic, and exchange traffic information when
approaching or departing from an uncontrolled aerodrome, particularly since some aircraft may
not have communication capability. To achieve the greatest degree of safety, it is essential that
all radio-equipped aircraft monitor a common designated frequency, such as the published
mandatory frequency (MF) or ATF, and follow the reporting procedures specified for use in an
MF area while operating on the manoeuvring area or flying within an MF area surrounding an
uncontrolled aerodrome.”
The AIP provides further specific guidance for pilots operating IFR departures from
uncontrolled airports. AIP, RAC 7.9, states: “Where a pilot-in-command intends to take-off from
an uncontrolled aerodrome, the pilot shall:
(a) obtain an ATC clearance if in controlled airspace;
(b) report on the appropriate frequency his/her departure procedure and
intentions before moving on to the runway or before aligning the aircraft on the
take-off path; and
(c) ascertain by radio on the appropriate frequency and by visual observation that
no other aircraft or vehicle is likely to come into conflict with the aircraft during
take-off”.
Skyservice does not include operations at uncontrolled airports in either initial or recurrent
ground training for flight crews.
The Windsor Airport is a certified controlled airport between the hours of 0630 and 2230 hours
local time. Outside of these hours of operation, the airport is uncontrolled, meaning the ATC
tower is not staffed. Ground and air movements are facilitated by traffic advisories made over a
common radio frequency by the pilots of each aircraft operating on, or in the vicinity of the
airport. IFR clearances, en route flight information, and other aviation services are provided by
London FIC via remote communication outlet (RCO).
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Runway edge lighting comprised variable intensity white lights, spaced at 200-foot intervals, at
the runway edges along the full length of the runway. There are runway threshold end lights
along the width of each runway end. These are variable intensity lights, each of which is
coloured red and green. The red is visible while within the confines of the runway and the green
is visible while on approach to the runway. The airport has two asphalt-covered runways:
runway 12/30 is 5150 feet long and 150 feet wide, and runway 07/25 is 9000 feet long and 200 feet
wide.
A runway condition report for runway 07/25 taken at 2230 indicated that the runway was
100 per cent bare and dry. According to the routine aviation weather report (METAR) for 2300,
Windsor Airport reported an overcast cloud layer at 2000 feet above ground level (agl). Visibility
was reported to be 1 statute mile (sm) in light snow/ drifting snow. The wind was 240°M at
23 knots gusting to 31 knots. The observation recorded at 2349 reported an overcast cloud layer
at 2600 feet agl, visibility one and a half sm in light snow/blowing snow and wind 290°M at
35 knots gusting to 47 knots.
During taxi and ground manoeuvring operations, blowing and drifting snow can create false
impressions of speed and movement. Hawkins, F.H. (1987), Human Factors In Flight, Hants, UK:
Ashgate on Illusions In Taxiing writes that in winter, blowing snow may be sweeping across an
airfield, giving a false impression of relative movement. Inappropriate control action can be
initiated based on this illusion. For instance, an impression can be given that the aircraft is
stationary when it is still moving, and a pilot could apply the brakes in a more abrupt manner
than he would if he knew the aircraft was moving. Alternatively, the aircraft could slowly creep
forward, colliding with an obstruction, when it was thought to be stationary.
Analysis
In this occurrence, a number of factors combined, resulting in the runway excursion. This
　
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