Issue Number 265 |
September
2001
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P.O. Box 189, Moffett Field, CA 94035-0189 |
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Operating Safely at Airports Without Control TowersThere are several keys to safe operations at airports that do not have an operating Control Tower. One is selection of the correct Common Traffic Advisory Frequency (CTAF), the frequency designated for carrying out airport advisory practices. The CTAF may be a UNICOM, MULTICOM, FSS, or Tower frequency and is identified in appropriate aeronautical publications. Another crucial practice is careful visual scanning to see and avoid other aircraft, especially those that are low-flying, on straight-in approaches, or have no radios. Recent ASRS reports illustrate several problematic scenarios that can occur at fields without operating Control Towers. |
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Opposite Direction on the Same Runway
Use of a Non-Preferred Runway
The reporter also mentioned that he was the only one monitoring CTAF while his First Officer was getting the clearance from Approach Control, and for this reason the crew might have missed the Cessna's earlier CTAF calls. Pilots on IFR flight plans, like this crew, also have the option of asking Approach Control whether there is traffic inbound for the runway in use. No Radio Aircraft
The Aeronautical Information Manual section 4-1-9 offers a comprehensive summary of recommended communications procedures at airports without operating control towers, and emphasizes that not all aircraft operating into these fields have radios. |
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Unscheduled Rest Periods The effects of fatigue on pilot performance have been much studied in multi-crew air transport operations, but fatigue is also problematic in single-pilot operations. A single-pilot cargo flight, for example, may involve long periods of silence, restricted pilot movement, reduced cockpit ventilation, vibration, and other conditions known to invite drowsiness. The result? In a few cases reported to the ASRS, pilots flying alone have fallen asleep while airborne. A few recent examples reported by air taxi pilots.
In another incident, a pilot on a night flight did not feel fatigued, but was unable to communicate with ATC after "closing his eyes":
Because individuals may vary widely in sleep requirements, pilots need to know their own sleep needs and be aware that reduced rest for more than a few days is a "red flag" for flight safety. |
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Cell Phone Notes Cell phones are often considered a boon in the cockpit during electrical failures and other emergencies. Here are a few additional thoughts offered by pilots reporting cell phone related incidents to the ASRS:
Not Off the Hook And from a Captain reporting a "close call" of a different sort:
Apparently our reporter's phone was "on" for the whole flight. The activation of a cellular phone while airborne by either passengers or crew - is prohibited by the Federal Communications Commission (FCC). A cell phone has a much greater transmitting range while airborne than a land-based mobile device and may cause serious interference to transmissions at other cell locations. The FAA supports the FCC ban "for reasons of potential interference to critical aircraft systems," according to FAA Advisory Circular 91.21-1A.6(b). |
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