This jet crew forgot to make position reports on the CTAF frequency with a closed tower, leading to an airborne conflict. Here's what you should know about flying into a Class D airport when the tower is closed... Show The Basics Of Class D AirspaceClass D airports use an Air Traffic Control Tower to coordinate airport operations. However, unlike Class B and C airports, they don't require a mandatory approach and departure control (though many do have approach/departure). But don't underestimate how busy Class D airports can get. Some of the busiest general aviation airports in the world, like Van Nuys and Denver Centennial, are Class D. You can find almost any kind of traffic inside Class D airspace. Weekend fliers, airlines, corporate traffic, and cargo operators share the airspace at many Class D airports. In many large cities, private jet traffic avoids larger Class B airports and instead utilizes more conveniently located Class D airports. So, what happens when you fly into a Class D airport with a closed control tower? Tower Closed: Class D To Class E/GAccording to 3-2-5 of the FAA's AIM, "Class D surface areas may be designated as full-time (24 hour tower operations) or part-time." You can find these part-time hours listed in the Chart Supplement. When a Class D surface area is part-time, the airspace may either revert to a Class E surface area of Class G airspace. When the surface area becomes Class G, it's only up to the floor of overlying controlled airspace. Usually, that's a Class E transition area beginning at 700' AGL. The airport listing in the Chart Supplement will state the part time surface area status as "other times CLASS E" or "other times CLASS G." Applicable weather minimums change with each of these classifications. In this example, the Kalamazoo Airport is Class D from 1100Z to 0400Z, and Class G at all other times. The double-crossed line next to the time means that the facility observes daylight savings time. Your Communication RequirementsIf the tower is closed, you don't need to establish two-way radio communication to enter the airspace. When the tower is temporarily closed (or operated on a part-time basis), use the CTAF to self-announce your position or intentions, just like you do at Class E and G airports. Keep in mind, if the tower is due to open shortly, you should have their frequency tuned in advance to speak with the controller. Click here to learn all the radio calls you should make when flying into a non-towered airport. Things like pilot-controlled airport lighting, position reports, and IFR flight plan cancellations are all up to you if the tower isn't operating. The following NASA ASRS was published, detailing an event where a Bombardier Global Express landed without making any radio calls over the CTAF frequency. The instructor flying a Piper Archer II was landing on Runway 17 at the Majors Airport in Greenville, Texas (KGVT). Late in the evening when the Class D tower was closed, the CTAF frequency was in use over 118.65. The jet crew likely forgot to make radio calls while making their landing at the airport. Here's how it affected a GA pilot flying into KGVT... While in the traffic pattern for Runway 17 at Majors Field, I was giving a currency check to a pilot. We had turned left base and was on final approach to runway 17 approximately 1,000 ft. from approach end of Runway 17 GVT at an altitude of 300 ft. AGL. I was looking at the touchdown point and not looking down the runway. Another aircraft, on the ground preparing to takeoff on runway 17 announced on the CTAF " Aircraft on final for 17 you'd better go around, there is a jet landing on 35". I looked down the runway and sure enough a twin-engine aircraft (later to be identified as a Bombardier Global Express, model BD-700), was about to touchdown on Runway 35. Upon realizing the hazard I immediately executed a go-around on runway 17, started a climb and side-stepped to the west of the runway. The Majors tower was closed and we were using CTAF (118.65 MHz) to make traffic calls (i.e. downwind, base, final). The wind was light & variable, no ceiling, visibility greater than 10 miles. The Global Express aircraft did not use the published CTAF for GVT because neither the pilot with me nor the aircraft awaiting takeoff on Runway 17 heard any calls from the Global Express. While not a life-threatening situation, it was very unprofessional of the pilot of the Global Express to not know what frequency to use to make radio calls when the tower was not in operation. Had he made the proper radio calls I could have easily maneuvered to accommodate the Global Express to land on Runway 35 without having to execute a missed approach to avoid a collision on the runway. When was the last time you flew a Class D airport when the tower was closed? Tell us about your experiences in the comments below. Want to learn more about radio procedures and airspace rules? Sign up for our National Airspace System online course and become an airspace pro today.
Become a better pilot.
Separation standards refer to the minimum distance apart that aircraft operating in controlled airspace and at airports with an operational control tower must be kept. These are outlined in the Manual of Standards for Air Traffic Services and our air traffic controllers use them to safely manage air traffic. Different separation standards apply to aircraft operating under instrument flight rules (IFR – all large passenger aircraft) or visual flight rules (VFR – most light aircraft and helicopters). Air traffic controllers must keep aircraft separated vertically or horizontally. How close can they go—IFR aircraftIn Australia, aircraft flying under instrument flight rules (IFR) in controlled airspace up to 29 000 ft (8800 m) must be separated by 1000 ft (305 m) vertically unless they are separated horizontally.  Above 29 000 ft, the vertical separation increases to 2000 ft (610 m), except in airspace where Reduced Vertical Separation Minima (RVSM) is applied. When aircraft are separated vertically, horizontal separation can be reduced without compromising safety. In controlled en route airspace, the horizontal separation standard between aircraft flying at the same altitude is 5 nm (9260 m). In terminal area airspace, the minimum separation is 3 nm (5500 m). Within the confines of an airport control zone, the separation can be as close as practicable as long as the aircraft remain separated. In airspace not monitored by radar or other satellite-based navigation services, aircraft separation is achieved by the use of various procedural rules including time and estimated position. In the air, visual flying separation depends on where aircraft are flying. For example, over Sydney Harbour sightseeing helicopters use ‘see and avoid’ principals whereas pilots maintain their own separation. For general aviation aircraft (non-commercial aircraft) outside of controlled airspace, separation can be as close as 500 ft (152 m) vertically and 500 ft horizontally. Loss of separation occurrencesA loss of separation assurance (LOSA) occurs when there has not been a clear application of a separation standard. This can happen for a range of reasons, and does not mean there has been any infringement of separation standards. When two aircraft experience an infringement of the minimum separation distance (which varies depending on the airspace classification), it is referred to as a loss of separation (LOS). A LOS does not mean that the aircraft were at any risk of colliding, or that the incident was a ‘near miss’, it simply means that separation standards were not maintained.
An uncontrolled aerodrome is an aerodrome without a control tower, or one where the tower is not in operation. GeneralThere is no substitute for situational awareness while in the vicinity of an uncontrolled aerodrome. It is essential that pilots be aware of, and look out for, other traffic, and exchange traffic information when approaching or departing from an uncontrolled aerodrome. Use of the appropriate radio frequency and communications protocols is critical to the safety of both IFR (Instrument Flight Rules) and VFR (Visual Flight Rules) traffic at an uncontrolled aerodrome. VFR ProceduresThe following procedures apply to VFR traffic operating in Visual Meteorological Conditions (VMC). ArrivalsThe following procedures apply to all aircraft operating at uncontrolled aerodromes except those aircraft that are following a standard instrument approach procedure. Prior to joining a traffic circuit, all pilots should announce their intentions and once in the circuit, make all of the appropriate position reports. The traffic circuit is generally flown at 1000' above airport elevation (AAE) and all turns in the circuit are to the left unless a right-hand circuit has been specified in the relevant publications. Pilots are expected to approach and land on the active runway. The active runway is a runway that other aircraft are using or are intending to use for the purpose of landing or taking off. Should it be necessary for an aircraft to land on, or take off from a runway other than the active runway, it is expected that the appropriate communication between the pilot and the ground station (if available) or between the pilot and other local traffic will take place to ensure that there are no conflicts. Circuit Joining ProceduresThe following illustration depicts circuit joining and departure procedures at an uncontrolled aerodrome without Mandatory Frequency (MF) procedures (or equivalent) in place. Circuit Joining Procedures For aerodromes without MF procedures or for aerodromes with MF procedures when airport advisory information IS NOT available, the following procedures are applicable:
For aerodromes within a Mandatory Frequency (MF) area (or equivalent) when airport advisory information IS available, pilots have additional circuit joining options:
DeparturesVFR aircraft departing the airport should climb straight ahead on the runway heading until reaching the circuit traffic altitude before commencing a turn in any direction to an en-route heading. Turns back toward the circuit or airport should not be initiated until at least 500' above the circuit altitude. IFR ProceduresThe following procedures apply to IFR traffic operating in both Instrument Meteorological Conditions (IMC) and Visual Meteorological Conditions (VMC). Pilots operating aircraft under IFR at an uncontrolled aerodrome do not hold any priority over aircraft operating under VFR at that aerodrome. Some pilots operating under VFR at many sites prefer to give commercial IFR and larger or faster types of aircraft priority. This practice, however, is a personal airmanship courtesy, and should not be expected by the pilot of the IFR aircraft. When the weather conditions at the aerodrome could permit VFR circuit operations, pilots of IFR aircraft are expected to approach, land and depart on the active runway that may be established by the aircraft operating in the VFR circuit. Should it be necessary for the IFR aircraft to use a runway contrary to the established VFR operation, it is expected that appropriate communications, between pilots or between pilots and the air-to-ground facility, will be effected in order to ensure there is no traffic conflict. ArrivalsAircraft conducting an IFR approach to an aerodrome located within controlled airspace will be deconflicted from other arriving and departing IFR traffic by ATS. Deconfliction from VFR aircraft is a pilot responsibility. Holding clearances will be issued as required and an approach clearance will be provided at the appropriate time. If the aerodrome is located within uncontrolled airspace, no ATS approach clearance will be issued. An advisory service may or may not be available to provide traffic information; however, deconfliction from any traffic becomes the responsibility of the pilots concerned. It is, therefore, essential that communications and reporting procedures as outlined in the article Uncontrolled Aerodromes - Communications are followed. DeparturesWhere a pilot of an IFR flight intends to take off from an uncontrolled aerodrome, the pilot shall:
Related ArticlesFurther ReadingUK CAA Transport Canada
FAA
|
What should you do when landing at an airport without an operating control tower when operating under IFR?
Related Posts
Copyright © 2024 ShotOnMac Inc.
