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GENERAL AIRSPACE REVIEW

GENERAL AIRSPACE REVIEW. FAR PARTS 71 & 73 AIM CH. 3. 1 . Based on the following transmission, is the aircraft cleared into Class C airspace? "N8121K, Oklahoma City Approach, standby." Yes

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GENERAL AIRSPACE REVIEW

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  1. GENERAL AIRSPACE REVIEW FAR PARTS 71 & 73 AIM CH. 3

  2. 1. Based on the following transmission, is the aircraft cleared into Class C airspace? "N8121K, Oklahoma City Approach, standby." Yes According to the Aeronautical Information Manual (AIM), section 3-2-4, if the approach facility responds with the aircraft's callsign and the word standby, the aircraft is cleared to enter the airspace. If the callsign was not repeated, the aircraft must remain clear of the airspace. No 2. Which of the following is designed to accomodate VFR traffic through certain Class B airspace and is defined on VFR terminal area charts? A clearance and an ATC-assigned altitude are required. VFR Flyways VFR corridors VFR transition routes VFR Transition Routes are specificflight paths designed to help VFR traffic transition through Class B airspace.An ATC clearance and an ATC-assigned altitude are required to fly a VFR Transition Route. AIM 3-5-5

  3. 3. What is required for a SVFR flight? a. The pilot is instrument-rated and the airplane is equipped for instrument flight. b. At least one statute mile ground or flight visibility exists. c. The aircraft remains clear of clouds. d. All of the above. FAR 91.157 requires all of the above for Special VFR flight. The pilot has to be instrument rated, and the aircraft must be equipped for instrument flight; as specified in FAR 91.205(d). There must be at least one statute mile visibility, either ground visibility or flight visibility [See FAR 91.157(c)], aircraft must remain clear of clouds at all times, and below 10,000 feet msl. If the above conditions are met, then a pilot may request a clearance from ATC to fly "Special VFR." 4. Is it possible to obtain the locations and active times of special use airspace without calling a Flight Service Station? Yes Through the AOPA Web site, AOPA members can access up-to-date information on the locations, active times, and altitudes of special use airspace. No Bonus: Can you fly SVFR at night?

  4. 5. What does the numbering on this military training route below imply? a. The route can only be flown in instrument meteorological conditions b. No segment would be above 1,500 feet agl c. One or more segments will be above 1,500 feet agl According to AIM 3-5-2, military training routes labeled with a three number identifier, such as IR139, have one or more segments above 1,500 feet agl. Conversely, if a military training route is labeled with a four number identifier, such as IR1139, it means that there are no segments above 1,500 feet agl. IR training routes are conducted in accordance with IFR regardless of weather conditions. 6. Departures from a satellite airport in Class D require what? a. Takeoff clearance from the primary control tower b. Nothing. Aircraft can depart and arrive at satellite airports without clearance from ATC. c. Communication be established as soon as practicable after takeoff. Aircraft may takeoff from satellite airports without first communicating with the primary tower. However, FAR 91.129 requires that the pilot establish and maintain radio communication with ATC as soon as practicable after departing from a satellite airport in Class D airspace.

  5. 7. What are the implications of CENRAP (Center Radar Arts Presentation)? a. Airport surveillance radar has malfunctioned or failed. b. Air route traffic control center (ARTCC) radar will be used. c. Separation of VFR aircraft will be suspended. d. All of the above. According to the Pilot/Controller Glossary, CENRAP is a computer program used to back-up airport surveillance radar (ASR) by using air route traffic control center (ARTCC) radar when the ASR has malfunctioned or failed. CENRAP is only used for processing and presenting data on ARTS IIA and ARTS IIIA displays. According to AIM 3-2-3(e) Note 1 & 2, when CENRAP is used, VFR separation and sequencing is suspended, however, traffic advisories and sequencing to the primary airport will be provided on a workload permitting basis. 8. Does flight in TRSA airspace require radio participation for VFR flights? Yes No TRSAs are merely Class D airspace surrounded by airspace in which radar coverage is provided. Outside of the Class D airspace, pilots are not required to be in contact with air traffic control, however, the AIM encourages VFR pilots to contact the radar approach control and take advantage of the TRSA Services.

  6. 9. At what altitude should flight over National Parks and National Wildlife Refuges be conducted? 500 feet AGL 1,000 feet AGL 1,500 feet AGL 2,000 feet AGL According to Advisory Circular 91-36D, pilots are requested to voluntarily abstain from flying lower than 2,000 feet agl when over noise sensitive areas, such as; National Parks, National Wildlife Refuges, Waterfowl Production Areas and Wilderness Areas. 10. The graphic below depicts what? This is a Military Operations Area. Pilots are not prohibited from entering, but should exercise extreme caution and vigilance. a. An Alert Area b. Prohibited, Restricted, or Warning Airspace c. Military Operations Area

  7. Special Use Airspace P – Prohibited (P-50) TFR – Temporary Flight Restriction NSA – National Security Area ADIZ – Air Defense Identification Zone R – Restricted (R–2903,2904,2906,2907,2910) W – Warning (“Whiskey” Areas) MOAs – Military Operations Areas (Live Oak MOA 8K–17,999; Palatka MOAs 3K-17,999) A – Alert Area (Alert-293,294 up to 4K) MTRs – Military Training Routes: Varying widths Speeds > 250 kts VR = VFR IR = IFR VFR MTR Wx requirements: 3K / 5 4 digit = All segments < 1500 AGL (VR1006) 3 digit = At least one segment > 1500 AGL (IR020) Area Planning (AP/1B) Chart - DOD FLIP should be available at all Military Base Ops Office and can be found at all FSS. Provides details on all VR / IR routes.

  8. QUESTIONS OR DISCUSSION ?

  9. LOCAL AIRPSPACE REVIEW

  10. Sectional has airspace that affects VQQ, W.H., HEG and NIP. Class “D” footprints are in line with actual airspace usage.

  11. JAX AREA DIVERTS HERLONG 295 / 07 CECIL 265 / 11 CRAIG 060 / 11 WHITEHOUSE 310 / 13 MAYPORT 060 / 16 JAX INTL CLASS C 004 / 16 ST AUGUSTINE 140 / 25 HILLIARD GRASS 342 / 25 FERNANDINA 032 / 26 KEYSTONE HTS 224 / 30 ST MARY’S 016 / 32 GA PALATKA 185 / 35 GAINESVILLE 225 / 45 LAKE CITY 270 / 47 JEKYLL ISLAND 020 / 52 GA FLAGLER 160 / 53 MCKINNON 020 / 57 GA GOLDEN ISLES 015 / 63 GA ORMOND BEACHCLASS C157 / 64 DAYTONA CLASS C 160 / 71 Excluding NASJAX and Private airports… 20 airfieldswithin 75 nm of “home plate”… • 9 non-towered • 11 towered WHICH OF THESE DO NOT HAVE INSTRUMENT PROCEDURES ? HILLIARD AND WHITEHOUSE

  12. JAX AREA DIVERTS WXCTAF / TWR NAVAID HERLONG 295 / 7 119.275 123.0 CECIL 265 / 11 125.275 126.1 117.9 CRAIG 060 / 11 125.4 132.1 114.5 WHITEHOUSE VFR 310 / 13 135.4 (125.15) MAYPORT 060 / 16 118.75 JAX INTL CLASS C 004 / 16 125.85 118.3 ST AUGUSTINE 140 / 25 119.625 127.625 109.4 HILLIARD GRASS 342 / 25 122.9 FERNANDINA 032 / 26 118.075 122.7 KEYSTONE HTS 224 / 30 124.275 122.7 ST MARY’S 016 / 32 122.8 PALATKA 185 / 35 119.92 122.8 243 NDB GAINESVILLE 225 / 45 127.15 119.55 116.2 LAKE CITY 270 / 47 120.675 119.2 204 NDB JEKYLL ISLAND 020 / 52 123.05 109.8 FLAGLER 160 / 53 128.325 118.95 (123.0) MCKINNON 020 / 57 118.525 123.05 109.8 GOLDEN ISLES 015 / 63 124.175 123.0 109.8 ORMOND BEACH CLASS C 157 / 64 118.475 119.075 112.6 DAYTONA CLASS C 160 / 71 120.05 120.7 112.6 COMPILED FROM JAX SECTIONAL 02 FEB-17 AUG 2017 PIC RESPONSIBLE FOR VERIFYING PRIOR TO FLIGHT

  13. Non-Towered Towered JAX AREA DIVERTS HERLONG 295 / 07 CECIL 265 / 11 CRAIG 060 / 11 WHITEHOUSE 310 / 13 MAYPORT 060 / 16 JAX INTLCLASS C 004 / 16 ST AUGUSTINE 140 / 25 HILLIARD GRASS342 / 25 FERNANDINA 032 / 26 KEYSTONE HTS 224 / 30 ST MARY’S 016 / 32 GA PALATKA 185 / 35 GAINESVILLE 225 / 45 LAKE CITY 270 / 47 JEKYLL ISLAND 020 / 52 GA FLAGLER 160 / 53 MCKINNON 020 / 57 GA GOLDEN ISLES 015 / 63 GA ORMONDCLASS C157 / 64 DAYTONACLASS C 160 / 71

  14. R-2904 A R-2903 A R-2903 C R-2903 D R-2906 R-2907A R-2907B R-2910

  15. QUESTIONS OR DISCUSSION ?

  16. PILOT / CONTROLLER RESPONSIBILITIES QUIZ

  17. 1. You are receiving VFR traffic advisories from ATC, when an aircraft passes you too close for comfort. Who is responsible? a. The pilot is responsible for seeing and avoiding in VFR conditions b. ATC is responsible and should have given a traffic advisory. c. The pilot and ATC share the responsibility. 2. What is first priority for ATC? a. Flight following. b. Separation of aircraft and the issuance of radar safety alerts. c. Issuance of traffic advisories. 3. Read the following radio transmission, then choose the true statement from the choices below. ATC: "Cessna 45G descend and maintain 5,000.“ 45G: "Roger, descending to 9,000." a. The pilot is responsible for hearing and reading back correctly, so the altitude deviation is pilot error. b. ATC should ensure that readbacks by the pilot of altitude are correct, so the controller should correct the pilot's readback. c. Both a and b are correct.

  18. 4. The _________ approach allows a pilot to deviate from a published instrument approach procedure and proceed on his own initiative by navigating to the airport where the visibility is reported to be at least one mile. Precision Non-precision Contact 5. You are being given radar vectors in VFR conditions and you notice that your current heading will place you too close to a tower. You should: Notify ATC, and obtain a new heading. You are responsible for obstruction avoidance. Accept the vector. ATC is responsible for obstruction avoidance when giving radar vectors; their vector will ensure you clear the obstruction by the proper altitude and distance. 6. A “minimum fuel” advisory is an emergency. True False 7. ATC should not use visual separation if: a. The pilot loses sight of the aircraft. b. The pilot is unable to maintain continued visual contact with the aircraft. c. The pilot cannot accept responsibility for separation for any reason. d. All of the above.

  19. 8. Controllers may vector IFR traffic at or above which altitude? MVA MEA MRA 9. You are flying at 11,000 feet at 280 knots. ATC clears you to 8,000 and requests that you keep your speed up. According to FAR 91.117(a), you must: a. Comply with ATC's request b. Slow to below 250 kts c. Slow to below 200 kts. 10. You are approaching an airport where LAHSO is in effect. You are cleared to land on 12 and hold short of 5, but you're not sure that you will be able to stop before reaching 5. You should: Accept the clearance - you do not have the authority to refuse it. Refuse the clearance - it is your responsibility to notify ATC if you cannot comply with a clearance.

  20. QUESTIONS OR DISCUSSION ?

  21. Pitch Control Problems Based on the article in General Aviation News April 2017

  22. Saturday after Thanksgiving 2016 • D.C. area – College Park Airport (KCGS) 2,600 X 60 • Displaced thresholds give you either 2,200 or 2,400 useable (normal circumstances) • CAVU • 1980 Mooney 231 - N3558H • Flying home to eastern N.C after a family holiday reunion • Estimated 1.5 hr. flight • Filed IFR; 2 souls onboard • T/O, initial climb out unremarkable • Passing 1,000 adjusts power and prop and trims for cruise climb

  23. What now Master Yoda ?? Electric pitch trim runs away full nose up

  24. Tries manual trim wheel…it’s frozen • Informs ATC of control difficulty and continues to troubleshoot • Pushes red trim disconnect button with no effect (# 1) • Electric pitch trim cycled to “off” then “on” with no effect (OK) • Autopilot cycled to “on” no effect; turned back “off” (OK) • “Was there a CB I needed to pull? Not that I could see.” (WHOA!!) • Pax now helping to push / hold yoke forward • ATC queries if they want to return to College Park…PIC requests a longer, wider R/W “very” nearby • ATC declares an emergency for 58H, provides block altitude 2-4K and directs them to Stafford Regional Airport ~ 40 nm SW

  25. KCGS DEPART KRMN ARRIVE

  26. Struggles to stay in the block as they proceed to divert field • PIC wants speed with comfortable margin for stall, however, additional power aggravates pitch control…hmmm? • Someone suggests that they try ½ flaps…doesn’t help • Now they are 30 minutes into the flight and both are shaking from the strain…pax uses knees to help push / hold yoke • Finally enter a left downwind for RW 33 at Stafford…5,000 x 100 • Wind 290/07G17 (40° left gusting x-wind)

  27. Slowing thru 100 mph turns base, then turns final and goes full flaps and notes pressure on yoke has been decreasing…hmmm? • Over the fence at 50 ft. & 100 mph…over R/W threshold eases off more pressure on yoke and pops the door • They “…have the runway made” when the bottom falls out: • “the last 10 feet (of altitude) evaporated”… “CRUNCH” • Skids right and sideways into the R/W lights…nose gear has collapsed and aircraft stops ~ 20 ft. into the grass. • Injuries only to pride and Mooney • What happened ??

  28. What caused the mechanical problem...??

  29. Post incident, the FSDO mechs verified the trim jack screw and clutch plate were indeed jammed. • PIC had stuck trim nine months earlier on this Mooney; caught on taxi out: • “problem was examined, greased and pronounced fit.” • Mooney had issued a Service Instruction “…years earlier subtly advising a fix to the jammed trim issue…” • Owner/PIC never aware of the instruction and none of the shops (including Mooney service centers) that had performed annuals ever brought up the instruction • Due diligence problem? (Mooney has good online support) • BUT…

  30. …how about the way the inflight emergency was handled? • From T/O to arrival…50 min…43nm • Initial reaction and troubleshooting? • PIC doesn’t declare emergency…ATC does…bad juju • 7700? • Then ATC sends them on a X/C with flight control problems • Passes up: Reagan 9 nm 5,200 • Andrews 10 nm 11,300 • Wash Exec 14 nm 3,000 • Davison 20 nm 5,400 • Quantico 34 nm 4,200 • Goes to: Stafford 43 nm 5,000

  31. …how about enroute troubleshooting & controlability check? • Knowledge of basic aerodynamics? • Alter aircraft configuration? • Why? When? Where? • What if no pax to assist with pitch control? • What if IMC? Night? • Regardless, made it to the divert with an intact airplane and then proceeded to wreck it… • WHY?

  32. My opinion, based on reading the PIC’s article and not knowing experience level of the PIC: • Passed up too many airports that led to… • A physically and psychologically draining flight • As the aircraft slowed for landing it became “tamer” and the PIC began to relax • Once the R/W assured, PIC’s guard is down, and reduces too much power while still too high. • Winds at Stafford were a bit testy for a good airplane; a gust at the wrong time would have aggravated the power reduction • Bottom line…the pilot stopped flying the airplane and as a result paid the price…luckily, no one was hurt.

  33. QUESTIONS OR COMMENTS ?

  34. Thunderstorms From the FAA Weather Aviation Book

  35. NOTE: Avoiding t'storm is the best policy, and NEVER regard any t’storm as “light” regardless of echo intensity reported. • Don't land or take off in the face of an approaching t’storm. A sudden wind shift or low level turbulence could cause loss of control. • Don't attempt to fly under a t’storm even if you can see through to the other side. Turbulence under the storm could be disastrous. • Don't try to circumnavigate t'storm covering 6/10 of an area or more either visually or by airborne radar. • Don't fly without airborne radar into a cloud mass containing scattered embedded t'storm. Scattered t'storm not embedded usually can be visually circumnavigated. Some “Dont’s” of T’storm Interaction

  36. Some “Do’s” of T’storm Interaction • Do avoid by at least 20 miles any t’storm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus. • Do clear the top of a known or suspected severe t’storm by at least 1,000 feet altitude for each 10 knots of wind speed at the cloud top. This would exceed the altitude capability of most aircraft. • Do remember that vivid and frequent lightning indicates a severe t’storm. • Do regard as severe any t’storm with tops 35,000 feet or higher whether the top is visually sighted or determined by radar.

  37. Can’t Avoid Penetrating a T’storm? Some “Do's” BEFORE Entering the Storm • Tighten your safety belt, put on your shoulder harness if you have one, and secure all loose objects. • Plan your course to take you through the storm in a minimum time and hold it. • To avoid the most critical icing, establish a penetration altitude below the freezing level or above the level of -15° C. • Turn on pitot heat and carburetor or jet inlet heat. Icing can be rapid at any altitude and cause almost instantaneous power failure or loss of airspeed indication

  38. “Do's” BEFORE Entering the Storm…(cont) • Establish power settings for reduced turbulence penetration airspeed recommended in your aircraft manual. Reduced airspeed lessens the structural stresses on the aircraft. • Turn up cockpit lights to highest intensity to lessen danger of temporary blindness from lightning. • If using autopilot, disengage altitude and speed hold modes. These auto modes will increase maneuvers of the aircraft thus increasing structural stresses. • If using airborne radar, tilt your antenna up and down occasionally. Tilting it up may detect a hail shaft that will reach a point on your course by the time you do. Tilting it down may detect a growing thunderstorm cell that may reach your altitude.

  39. Some Do's and Don'ts During T’storm Penetration • Do keep your eyes on your instruments. Looking outside the cockpit can increase danger of temporary blindness from lightning. • Do maintain a constant ATTITUDE; let the aircraft “ride the waves.” Maneuvers in trying to maintain constant altitude increase stresses on the aircraft. • Don't change power settings; maintain settings for reduced airspeed. • Don't turn back once you are in the t’storm. A straight course through the storm most likely will get you out of the hazards most quickly. In addition, turning maneuvers increase stresses on the aircraft.

  40. QUESTIONS OR COMMENTS ?

  41. INTERCEPT PROCEDURES Based on ICAO Rules See AIM 5-6-2 & 5-6-4

  42. INTERCEPTED AIRCRAFT • When intercepted, the pilot of the intercepted aircraft shall: • Follow instruction given by intercepting aircraft, interpreting and responding to visual signals as mentioned below… • Notify ATC if possible • Try establishing radio contact with intercepting aircraft or intercept control using 121.5 MHz or if that is not possible 243 MHz, stating the aircraft identity and the nature of the flight • Set the transponder to 7700 (emergency) unless instructed otherwise • If instructions from ATC and intercepting aircraft differs, the pilot of the intercepted aircraft should ask for clarification while continuing to follow instructions from the intercepting aircraft

  43. INITIATED BY INTERCEPTING AIRCRAFT

  44. INITIATED BY INTERCEPTING AIRCRAFT

  45. INITIATED BY INTERCEPTED AIRCRAFT

  46. INITIATED BY INTERCEPTED AIRCRAFT

  47. QUESTIONS OR COMMENTS ?

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