Hi readers: There has always been a certain amount of confusion regarding CTAF and UNICOM as to purpose, use, and where to find the information on both. Well, it has to do with in and out traffic and flight safety at and in the vicinity of airports operating without a control tower.
Why is this so important? It is essential that all pilots be aware of and communicate with other traffic when approaching, departing, and in the vicinity of an airport without a tower since all the aircraft may not have a communications ability. To achieve the highest degree of safety, all of the radio-equipped aircraft must transmit and receive on a common frequency for advisories. CTAF (Common Traffic Advisory Frequency) is the frequency that must be used for this purpose. The CTAF's for each airport are listed on aeronautical charts or in the FAA Airport Facility Directory or in other appropriate publications. The CTAF can be obtained by contacting any FSS (Flight Service Station), and you can communicate on a UNICOM frequency or a published CTAF.
What is UNICOM? UNICOM is a nongovernmental air/ground radio communications station which may provide airport information for public use airports where there is no tower or FSS. UNICOM stations provide pilots (on request) with weather information, wind direction, the recommended runway, and other necessary information. If the UNICOM frequency is designated as the CTAF, it will be be identified in the appropriate aeronautical publication.
If an airport has a tower and it is temporarily closed or operated on a part-time basis and there is no FSS on the airport or the FSS is closed, then the pilot must announce his position and intentions on the CTAF. Where there is no tower, FSS, or UNICOM station on the airport, a MULTICOM frequency of 122.9 is used for self-announce procedures. If there is no tower, but a FSS is open, you can communicate with the FSS on the CTAF. In retrospect, the CTAF may be a UNICOM, MULTICOM, FSS, or tower frequency, which all can be found in the aforementioned directory.
There are established, recommended traffic advisory practices in FAR, Chapter 4: Air Traffic Control, that pilots should note and use.
CTAF and UNICOM are very important, also, to all pilots in flight since an emergency can always occur and the need to communicate with an airport becomes very necessary.
Showing posts with label FARs. Show all posts
Showing posts with label FARs. Show all posts
Wednesday, September 5, 2007
Saturday, August 4, 2007
NOTAMS
Hi Readers: Before we get started today - Did you know that the Morse Code was considered the first digital code and was the forerunner of the ASCII - the American Standard Code for Information Exchange based on the English alphabet. ASCII codes represent text in computers, communications equipment, and other devices that work with text. Look at your computer keyboard and you'll see the code.
Now continuing - Notices To Airmen are time-critical aeronautical information of a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts. Such information could affect a pilot's decision to conduct or abort a flight. Look at any airport or facility on a Sectional chart (I'm sure you can find one) - this is the type of information that could change from day to day that might affect your flight plans. It could be an airport or runway closure; a change in the status of a navigational aid, or instrument landing system, or radar service, or other information essential to planned en route, terminal, or landing operations.
NOTAM information is transmitted throughout the Air Traffic and FSS (Flight Service System) network, using standard contractions to reduce transmission times. In Chapter 5 of the FARs, Air Traffic Procedures - Table 5-1-1-, you'll find the list of contractions used in the NOTAMS. There are some 288 contractions, some readily identifiable by glance, some not. There are three categories of NOTAMS, D - for Distant, L - for Local, and FDC - for Flight Data Center information. The categories are in detail with notes. Difficult reading - yes. However, I recommend that all pilots take the time to read and digest Chapter 5 at their leisure, prior to making x-c flights, particularly instrument flights, and get a good understanding of how the system works.
NOTAM D information is disseminated for all navigational facilities that are part of the National Airspace System. The complete file of all information is maintained in a computer database at the Weather Message Switching Center located in Atlanta, GA. The categories of information are distributed automatically via Service A Telecommunications Systems. FSS have access to the entire database.
To get NOTAM D en route and destination information you must contact your FSS and request all flight plan information needed from the the available air traffic facilities.
NOTAM L is basically local airport information, such as taxiway closures, personnel and equipment near the runways, airport lighting aids, et cetera, which you can get by contacting Ground Control or the local Tower.
The FDC (Flight Data Center) NOTAMS contain regulatory information such as amendments to instrument approach procedures, and other current information which are not yet published on charts. These NOTAMS are distributed from the national FDC in Washington D.C. and are kept on the files of FSS until published or cancelled.
The currency of a NOTAM is very important, and the pilot should keep abreast of the en route and destination changes by contacting the FSS's along the way. Once NOTAM information is published, the information is no longer provided to the FSSs, particularly for weather briefings, unless requested by the pilot.
In summary, pilots should be concerned with the D and L NOTAMS for x-c flight, paying strict attention to items pertaining to their flight plans, prior to filing those plans. In fact, there are any number of NOTAM contractions of the total that might apply, such as en route advisory service changes, minimum en route altitudes, radar coverages, ATIS services, airport lighting, air traffic control changes, adverse weather changes, ad infinitum.
As a pilot, I've always thought the NOTAM system was unduly complicated and cumbersome. The pilot has enough to do with just the flight planning; yet he must keep track of what is current and any changes that have been made during his en route flight and on to his destination. The system places these responsibilities on the pilot alone. However, I'll be the first person to say that I don't have a better plan. Maybe you do.
I must again emphasize the importance of NOTAM information for the pilot's flight planning, and, of course, the importance of filing a flight plan. And it's good to remember that the only information transmitted to the destination FSS will be your aircraft ID, type, destination, and estimated time en route. That means that all other information required for the flight must be obtained and processed by the pilot-in-command. The pilot has always been considered as responsible for the safety of the flight. And as a final note, he must not forget to close his flight plan. RS.
Now continuing - Notices To Airmen are time-critical aeronautical information of a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts. Such information could affect a pilot's decision to conduct or abort a flight. Look at any airport or facility on a Sectional chart (I'm sure you can find one) - this is the type of information that could change from day to day that might affect your flight plans. It could be an airport or runway closure; a change in the status of a navigational aid, or instrument landing system, or radar service, or other information essential to planned en route, terminal, or landing operations.
NOTAM information is transmitted throughout the Air Traffic and FSS (Flight Service System) network, using standard contractions to reduce transmission times. In Chapter 5 of the FARs, Air Traffic Procedures - Table 5-1-1-, you'll find the list of contractions used in the NOTAMS. There are some 288 contractions, some readily identifiable by glance, some not. There are three categories of NOTAMS, D - for Distant, L - for Local, and FDC - for Flight Data Center information. The categories are in detail with notes. Difficult reading - yes. However, I recommend that all pilots take the time to read and digest Chapter 5 at their leisure, prior to making x-c flights, particularly instrument flights, and get a good understanding of how the system works.
NOTAM D information is disseminated for all navigational facilities that are part of the National Airspace System. The complete file of all information is maintained in a computer database at the Weather Message Switching Center located in Atlanta, GA. The categories of information are distributed automatically via Service A Telecommunications Systems. FSS have access to the entire database.
To get NOTAM D en route and destination information you must contact your FSS and request all flight plan information needed from the the available air traffic facilities.
NOTAM L is basically local airport information, such as taxiway closures, personnel and equipment near the runways, airport lighting aids, et cetera, which you can get by contacting Ground Control or the local Tower.
The FDC (Flight Data Center) NOTAMS contain regulatory information such as amendments to instrument approach procedures, and other current information which are not yet published on charts. These NOTAMS are distributed from the national FDC in Washington D.C. and are kept on the files of FSS until published or cancelled.
The currency of a NOTAM is very important, and the pilot should keep abreast of the en route and destination changes by contacting the FSS's along the way. Once NOTAM information is published, the information is no longer provided to the FSSs, particularly for weather briefings, unless requested by the pilot.
In summary, pilots should be concerned with the D and L NOTAMS for x-c flight, paying strict attention to items pertaining to their flight plans, prior to filing those plans. In fact, there are any number of NOTAM contractions of the total that might apply, such as en route advisory service changes, minimum en route altitudes, radar coverages, ATIS services, airport lighting, air traffic control changes, adverse weather changes, ad infinitum.
As a pilot, I've always thought the NOTAM system was unduly complicated and cumbersome. The pilot has enough to do with just the flight planning; yet he must keep track of what is current and any changes that have been made during his en route flight and on to his destination. The system places these responsibilities on the pilot alone. However, I'll be the first person to say that I don't have a better plan. Maybe you do.
I must again emphasize the importance of NOTAM information for the pilot's flight planning, and, of course, the importance of filing a flight plan. And it's good to remember that the only information transmitted to the destination FSS will be your aircraft ID, type, destination, and estimated time en route. That means that all other information required for the flight must be obtained and processed by the pilot-in-command. The pilot has always been considered as responsible for the safety of the flight. And as a final note, he must not forget to close his flight plan. RS.
Sunday, July 1, 2007
Unusual Attitudes - Stalls - Spins
Unusual attitudes in your airplane are perhaps self-explanatory, an extreme departure from straight and level flight - not all that serious since the airplane is not stalled. An unusual attitude can lead to a stall and to a spin. The FARs (Federal Air Regulations) require knowledge and proficiency in unusual attitudes and stalls.
A spin is a maneuver , intentionally or unintentionally performed, beginning with the stall of the airplane at level flight (although the stall and entry can occur in unusual positions) followed by rotation or gyrations from its horizontal, vertical, and lateral axises. But let's not get too technical - the important thing is to recognize what it is and how to recover to straight and level flight. Why? Because a stall or spin can occur at low altitude or in the traffic pattern, without sufficient altitude to recover.
In our discussion, let's separate the stall from the spin. After all, the stall is necessary to a good landing - we encounter stalls every time we fly. When the airplane stalls, it quits flying, and unless you are already touching the runway, it takes maybe several hundred feet to recover.
The spin is a different "kettle of fish". Dangerous? Yes and no. It means you've lost total control of the airplane. If you don't initiate immediate recovery, it's dangerous. If the spin is allowed past three turns or stays inverted, the spin (flat spin) may become unpredictable or unrecoverable. Each airplane is different. Large airplanes are not meant to be spinned, and the Manufacturer of the airplane must state in the Airplane Flight Manual whether spins are prohibited. If prohibited, don't spin the airplane. If you get into a spin inadvertently, the Manufacturer will advise as follows: Move the throttle to IDLE, the ailerons to Neutral, then full opposite RUDDER, followed by control stick or control wheel FORWARD. When the rotation stops, neutralize both rudder and stick.
The procedure for recovery from a spin, then, is similar in most Airplane Handbooks of the typical GA small airplane:
1. Power off.
2. Opposite rudder.
3. Contol stick forward (to break the stall.
4. Ailerons neutral.
5. Check attitude and upset of instruments.
Without getting into aerodynamics, we have stopped the rotation of the spin, unstalled the airplane, and restored level flight. Very simple, yes? But in rotating the airplane, we are looking at the background moving in the opposite direction, at an angle. So we must keep in mind the direction of the spin (the heavy foot will indicate the direction to stop the turn of rotation). If the rotation is not stopped, the spin may become aggravated and more altitude will be lost since the airplane is still stalled.
The FARs do not require spin demonstration or proficiency by private or commercial pilots. Instructor pilots, for all ratings, are required to be proficient in spins.
Should you be demonstrated spins? In my opinion spins should be discussed and demonstrated by Instructor pilots for the new pilot, for many obvious reasons. The demonstration should actually begin with unusual attitudes, leading to stalls and spins, followed by recovery procedures, and ending with Do's and Don'ts.
The pilot, at any time, may encounter an upset or unusual attitude leading to a stall/spin, requiring an immediate recovery response, particularly on instrument flight. Jet vortices or violent air turbulence can cause an upset, totally unexpected, requiring immediate recovery.
Should you practice spins? Again, Yes or No. If spins are permitted in the airplane and you feel comfortable knowing that airplane and what it can do (that is, steep climbing or dscending turns, recovery of stalls, perhaps a split "S", etc.) , I would say yes. If not, wait until you have more time in the airplane.
If you do practice spins, climb to 5,000 feet or more, outside of the city and away from a known traffic area, so that you have sufficient altitude and space to recover. Make sure that your airplane is properly balanced, make recovery movements precise and positive (no hesitation). The altitude loss of a typical GA airplane for a one-turn spin, including recovery, is about 1,200 feet - but don't count on it.
I could cite you a dozen set of statistics regarding aircraft accidents involving spins. The bulk of these accidents usually do not involve the spin maneuver itself. The numbers will not help you - the recommendations will. There is no need to be apprehensive about spins. If you know your airplane well, have perhaps several hundred flying hours, follow the flight rules, and know the recovery procedures without hesitation, I would say practice your spins. I think it is far better to know how to stay out of trouble than to blindly look at trouble for the first time. RS.
A spin is a maneuver , intentionally or unintentionally performed, beginning with the stall of the airplane at level flight (although the stall and entry can occur in unusual positions) followed by rotation or gyrations from its horizontal, vertical, and lateral axises. But let's not get too technical - the important thing is to recognize what it is and how to recover to straight and level flight. Why? Because a stall or spin can occur at low altitude or in the traffic pattern, without sufficient altitude to recover.
In our discussion, let's separate the stall from the spin. After all, the stall is necessary to a good landing - we encounter stalls every time we fly. When the airplane stalls, it quits flying, and unless you are already touching the runway, it takes maybe several hundred feet to recover.
The spin is a different "kettle of fish". Dangerous? Yes and no. It means you've lost total control of the airplane. If you don't initiate immediate recovery, it's dangerous. If the spin is allowed past three turns or stays inverted, the spin (flat spin) may become unpredictable or unrecoverable. Each airplane is different. Large airplanes are not meant to be spinned, and the Manufacturer of the airplane must state in the Airplane Flight Manual whether spins are prohibited. If prohibited, don't spin the airplane. If you get into a spin inadvertently, the Manufacturer will advise as follows: Move the throttle to IDLE, the ailerons to Neutral, then full opposite RUDDER, followed by control stick or control wheel FORWARD. When the rotation stops, neutralize both rudder and stick.
The procedure for recovery from a spin, then, is similar in most Airplane Handbooks of the typical GA small airplane:
1. Power off.
2. Opposite rudder.
3. Contol stick forward (to break the stall.
4. Ailerons neutral.
5. Check attitude and upset of instruments.
Without getting into aerodynamics, we have stopped the rotation of the spin, unstalled the airplane, and restored level flight. Very simple, yes? But in rotating the airplane, we are looking at the background moving in the opposite direction, at an angle. So we must keep in mind the direction of the spin (the heavy foot will indicate the direction to stop the turn of rotation). If the rotation is not stopped, the spin may become aggravated and more altitude will be lost since the airplane is still stalled.
The FARs do not require spin demonstration or proficiency by private or commercial pilots. Instructor pilots, for all ratings, are required to be proficient in spins.
Should you be demonstrated spins? In my opinion spins should be discussed and demonstrated by Instructor pilots for the new pilot, for many obvious reasons. The demonstration should actually begin with unusual attitudes, leading to stalls and spins, followed by recovery procedures, and ending with Do's and Don'ts.
The pilot, at any time, may encounter an upset or unusual attitude leading to a stall/spin, requiring an immediate recovery response, particularly on instrument flight. Jet vortices or violent air turbulence can cause an upset, totally unexpected, requiring immediate recovery.
Should you practice spins? Again, Yes or No. If spins are permitted in the airplane and you feel comfortable knowing that airplane and what it can do (that is, steep climbing or dscending turns, recovery of stalls, perhaps a split "S", etc.) , I would say yes. If not, wait until you have more time in the airplane.
If you do practice spins, climb to 5,000 feet or more, outside of the city and away from a known traffic area, so that you have sufficient altitude and space to recover. Make sure that your airplane is properly balanced, make recovery movements precise and positive (no hesitation). The altitude loss of a typical GA airplane for a one-turn spin, including recovery, is about 1,200 feet - but don't count on it.
I could cite you a dozen set of statistics regarding aircraft accidents involving spins. The bulk of these accidents usually do not involve the spin maneuver itself. The numbers will not help you - the recommendations will. There is no need to be apprehensive about spins. If you know your airplane well, have perhaps several hundred flying hours, follow the flight rules, and know the recovery procedures without hesitation, I would say practice your spins. I think it is far better to know how to stay out of trouble than to blindly look at trouble for the first time. RS.
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