Be heard, Be heard, be seen, be seen, be safe be safe

Be heard, be seen, be safe: carry & use your radio

Operations at nontowered aerodromes

The information contained in this booklet was correct at the time of publishing, and is subject to change without notice. CASA makes no representation as to its accuracy. This booklet has been prepared by CASA Safety Promotion for information purposes only. Plan your route thoroughly, and carry current charts and documents. Always check ERSA, NOTAMs, and the weather, BEFORE you fly. 1004.1262 2010 Civil Aviation Safety Authority

Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 Limitations of see-and-avoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 2 New circuit procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 3 Radio rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Bibliography. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Introduction
From 3 June 2010, you will have to carry and use a radio if you are flying at or in the vicinity of a certified, registered or military aerodrome that is non-towered. Some circuit procedures will change for all non-towered aerodromes. The changes are aimed at reducing the risk of mid-air collisions by maximising separation at aerodromes without air traffic control services. They are enshrined in amendments to Civil Aviation Regulation 166 and supporting Civil Aviation Advisory Publications, CAAPs 166-1(0) and 166-2(0). Certified aerodromes have runways capable of handling aircraft with more than 30 passengers or 3,400kg of cargo. They are used by regular public transport, charter and GA aircraft. Registered aerodromes have lower minimum operating standards than certified aerodromes. Military aerodromes are controlled by the Australian Defence Force, and, as in the past, you need permission to land. By definition, non-towered aerodromes are in uncontrolled, Class G airspace. When air traffic control is not operating, towered aerodromes come under the rules of non-towered aerodromes regardless of which airspace they are normally in. CASA might at times designate uncertified and non-registered aerodromes at which carriage of radio will also be required. We will publish the names of designated aerodromes in the En-route Supplement Australia (ERSA) and/or NOTAMS. The rule changes coincide with the replacement of general aviation airport procedures (GAAP) with Class D airspace. They come amid mounting evidence for limits to the see-and-avoid principle. Many accidents and incidents could have been prevented by the carriage and use of radio. Radio communication heightens situational awareness. It enhances visual scans by telling you where to look for other aircraft. Experts estimate that you are eight times more likely to see a threat aircraft if you use a radio.

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This alerted see-and-avoid philosophy underlies the rule changes, and will be supported by an extensive auditing and surveillance campaign. It comes as traffic at many non-towered aerodromes increases, with the Dash 8 and even Boeing 737 aircraft of regular public transport sharing the circuit with the Cessna 172s and ultralights of general aviation. The wide range in the types and performance of aircraft converging on aerodromes, and in the experience of the pilots flying them, heightens the risk of mid-air collisions. Another problem is a practice that is the worst-kept secret in aviationsneaking into aerodromes unannounced in order to evade landing fees. The practice fails rational cost-benefit analysis, given that lives are at stake and landing fees, trivial. This booklet should be read in conjunction with CAAP 166-1(0) and CAAP 166-2(0), which outline the rule changes and advise on a code of conduct and good airmanship practices at non-towered aerodromes. It covers: the limitations of the seeand-avoid principle. It also outlines the new circuit and radio communications procedures, and gives hints on ways to enhance the safety of everyone operating at non-towered aerodromes.

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1 Limitations of see and avoid

Although mid-air collisions are rare, horror stories of near misses abound. In one incident, in NSW in 2009, an aeroplane came within 150m of a helicopter. Such incidents could have been avoided had pilots been using radios to hone visual scans for traffic. On 20 May 1988, the worst did occur. A Cessna 172 collided with a Piper Tomahawk in the circuit area of Coolangatta aerodrome in Queensland, killing four people, according to the ATSB. The accident, which happened in conditions of good visibility, underlined the shortcomings of visual scans, and provided the impetus for the ATSB report Limitations of the see-and-avoid principle. Private pilots on VFR flights spend about half their time scanning for traffic, according to research cited in the report. Airline pilots possibly devote less time to scans. Ergonomic, physiological, behavioural and environmental factors limit the effectiveness of visual scans, however, regardless of how long you spend on them. Most cockpit windscreen configurations severely limit the view available to the pilot, the report says. Window posts, windscreen bug splatter, sunvisors, wings and front seat occupants, obscure the view. Window posts, windscreen crazing and dirt can act as focal traps and cause the pilot to involuntarily focus at a very short distance ..., the report adds. Direct glare from the sun and veiling glare reflected from windscreens can effectively mask some areas of the view. And scans are typically unsystematic, with attention focused on the view from the centre of the windscreen. A thorough, systematic search is not a solution as in most cases it would take an impractical amount of time, the report says. Compounding these problems are physiological factors. One is the blindspot in the eye, where the optic nerve exits the eyeball. Yet another problem is empty field myopia. In the absence of visual cues, the eyes focus at a resting distance of around half a metre, the report says. An object which is smaller than the eyes acuity threshold is unlikely to be detected and even less likely to be identified as an approaching aircraft. Peripheral vision is affected by increased workload, fatigue and stress as if busy pilots are unknowingly wearing blinkers. Meanwhile, moving objects are easier to see than stationary ones, but, in most cases, an aircraft on a collision course appears as a stationary target in the pilots visual field.

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Another physiological limitation is the time it takes the eye to focus as our muscles move to alter the shape of the lens. It probably takes the average pilot several seconds to shift their focus to a distant object, and the process can be affected by fatigue. Poor contrast is another problem, with aircraft fading into the background. It is also difficult to pick out an aircraft against a complex background of sky and terrain. An approaching aircraft in many cases presents a very small visual angle until a short time before impact, the report adds. Even if a pilot does see an approaching aircraft, there is no guarantee that evasive action will be successful. It takes a significant amount of time to recognise and respond to a collision threat and an inappropriate evasive manoeuvre may serve to increase rather than decrease the chance of a collision. Because of its many limitations, the seeand-avoid concept should not be expected to fulfil a significant role in future air traffic systems, the report concludes. Despite the change in emphasis in the revised rules, you should maximise the effectiveness of scans. Clean your windscreen, and free up time for scanning when it is most needed by managing your flight to minimise cockpit workload on approach and landing.

Use a rigorous scanning technique. In variations on the widely used block method, the pilot successively fixes on the centres of blocks of 10 to 15 degrees across the horizon and 10 degrees above and below it, according to the Air Safety Foundation. The side-to-side block scan starts at one side of the aircraft and steps block-byblock to the other. The front-to-side scan starts at the centre, working out to one side before returning to the centre and covering the other side. The technique has limitations, however, and you should check for overtaking aircraft every few scans, the ASF says. Meanwhile, radio will sharpen your ability to spot aeroplanes closing in on you.

Side-to-side scanning method

Start at the left of your visual area and make a methodical sweep to the right, pausing in each block of viewing to focus your eyes. At the end of the scan, return to the panel.

Front-to-side s

Start at the centre move to the left, fo centre block after performance to the

Front-to-side scanning method

Start at the centre block of your visual eld (centre of front windshield); move to the left, focusing in each block then swing quickly back to the centre block after reaching the last block on the left and repeat the performance to the right.

ical sweep to the s. At the end of the

Figure 1 Block system scan

Source: AOPA Air Safety Foundation

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Communication breakdown
On 7 July 2009, an aeroplane came within 150m of a Kawasaki helicopter on approach to Moree aerodrome in NSW. The aircraft was at the same level as the helicopter at the time of the incident. It had not made a broadcast on the CTAF frequency.

During the climb from Wollongong aerodrome on 21 January 2001, the pilot of a Cessna 206 heard engine noise and looked up to see a Cessna 172 pass less than 10ft above. The pilot of the C-206 reported that he had made the appropriate radio broadcasts on the CTAF frequency. However, the C-206 was at the CTAF boundary, and the pilot of the C-172 was operating on the area frequency. The pilot of the C-206 noted that both pilots heard the other aircraft pass before seeing each other.

As the pilot of a Beechcraft KingAir was joining crosswind leg for runway 06L at Jandakot Aerodrome, Western Australia on 9 November 2001, a Cessna 172 passed from left to right between 10 and 15m in front. The pilot of the KingAir had no time for evasive action but widened the circuit, and tried to make radio contact with the aircraft. The crew of the KingAir had not heard any transmissions on the MBZ frequency from the Cessna. The C-172 departed to the south and the KingAir made an uneventful landing. CASA was advised of this occurrence.

Several radio calls made on the MBZ by two inbound aircraft failed to elicit a response from a VFR Cessna 172 departing Williamtown Airport in NSW on 25 November 2001. The Cessna started its takeoff roll as an inbound Beech 1900 was joining crosswind. The pilot of the Beech carried out an avoidance manoeuvre to join mid-crosswind. Another regional aircraft was on final when the departing Cessna passed behind and approximately 600ft above.

The pilot of a Cessna 172 was conducting dual training circuits off runway 28 at Archerfield aerodrome in Queensland on 7 May 2002 under MBZ procedures as the tower closed. On the students fourth circuit turning downwind, a Beech 36 (Bonanza) passed nearby from right to left. The Cessna had not heard any inbound transmission or circuit joining call from the Bonanza. The instructor took over the controls and descended to about 800ft to let the Bonanza fly across and above. The Bonanza joined downwind at 1,000ft without giving way to traffic already in the circuit. When asked if he had seen the Cessna, the pilot said, not until the last minute.

While passing 1,400ft on climb on upwind with a simulated engine failure from Broome Aerodrome, Western Australia, on 23 July 2003, a Cessna 402 crew saw a Cessna 210 descending about 300ft above and 50 metres in front. The C-210 pilots previous transmissions of the aircrafts position and intentions had been inaccurate.

Source: ATSB

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2 New circuit procedures

Check the En-route Supplement Australia (ERSA) to see if aerodromes you intend using are certified, registered or military, and therefore subject to the new rules that require radio carriage and use. The usual left circuit pattern is retained in the revised CAR 166 rules unless stated otherwise in ERSA or by NOTAM. The standard circuit heights and spacings that were introduced as part of the NAS2C airspace reforms in 2005 have been retained for the different aircraft types in order to maximise segregation. However, the treatment of aircraft performance parameters has been tweaked. High performance aircraftjets, and many turboprops with a standard circuit speed above about 150kt should fly at 1500ft above the aerodrome. Medium performance aircraft, such as most piston-engined GA aircraft with circuit speeds between 55kt and 150kt, should fly at 1000ft. Low performance aircraftsome sport aircraft such as microlights and gyroplanes with a circuit speed under 55ktshould fly a standard circuit height of 500ft.

Sample extract from ERSA aerodrome chart for Parkes and Noosa

radio carriage MANDATORY at all CERT, REG, MIL aerodromes

radio carriage NOT MANDATORY at UNCR aerodromes unless required by the aerodrome operator or designated by CASA.

FOR ILLUSTRATIVE PURPOSES ONLY

Figure 2 How mandatory radio carriage is depicted in ERSA

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Joining the circuit

If you are unfamiliar with an aerodromes layout, circuit direction or conditions, overfly or circle it at least 500ft above the circuit altitude. Where high performance aircraft could be operating, this will usually be at 2,000ft above the aerodrome elevation. Once you have determined the circuit direction you can descend on the non-active (dead) side of the circuit. Low performance aircraft such as ultralights, and some rotorcraft with a maximum speed of about 55kt should overfly midfield at 500ft above the aerodrome. We recommend you join the circuit on downwind leg, either from an extension of the downwind leg, a 45 degree angle about halfway down downwind, or from a shortened crosswind leg which takes you over the runway. Straight in approaches are allowed but not recommended. They require you to assess the traffic levels and suitability to ensure that you do not conflict with other circuit traffic and that no reciprocal runway is in use. You must know the wind direction and speed, and be established on final by 3nm. Broadcast your intentions.

Joining the circuit on base leg is allowed but not recommended. You must assess the traffic levels and suitability before you join as you must give way to other traffic and join without conflict. You should broadcast your intentions, know the wind speed and direction, and the circuit pattern in use.

The circuit
After take-off, during the climbout, make the turn onto crosswind at a height that allows you to arrive on downwind at the circuit height. You should not be less than 500ft above the aerodrome. High performance turbo-props and jets fly a wider circuit at 1,500ft whereas medium and low performance aircraft flying a 1,000ft and 500ft circuit respectively will fly a tighter circuit.

Departing the circuit

Depart the circuit area by extending one of the four standard circuit legs. Only when you are well outside the circuit area, and no traffic conflict exists, can you make a turn opposite to the circuit direction. This would normally be at least 3nm from the circuit, but it could be less for aircraft with high climb performance.

Joining circuit on a downwind leg

Crosswind leg

Downwind leg Joining at 45 Arriving at not less than 500ft above circuit height Final Base leg Joining circuit on a base leg
Figure 3 Aerodrome traffic circuit showing arrivals and joining

Joining circuit at crosswind Descend to circuit height Arriving at not less than 500ft above circuit height Joining for straight in approach not less than 3nm
Recommended circuit join

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3 Radio rules
When at or near a non-towered aerodrome, check that your radio is on the correct frequency, and listen to the broadcasts. Under CAR 166 C, you must make a radio broadcast whenever it is reasonably necessary to avoid a collision or the risk of a collision. For minimum compliance, you should broadcast your intentions: before or during taxiing immediately before entering a runway, whether active or not inbound 10nm or earlier from the aerodrome immediately before joining the circuit on a straight-in approach, on final, by 3nm from the threshold on a base-join approach, before joining on base when flying near, but not intending to land at, a non-towered aerodrome, where the pilot intends to fly through the vicinity but not land.
But use your radio more often if needed.

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When making radio calls state the name of the aerodrome, your aircrafts type, call sign and position, and your intention. Repeat the name of the aerodrome. Use standard phraseology and dont chat. If you are flying VFR, identify yourself if you hear an IFR pilot intending to make an instrument approach. If you are flying IFR, report your position and intentions in plain English, not as IFR approach points, which VFR pilots might not know. As needed, make other broadcasts such as: turning: downwind base and final clear of runway.

The collision avoidance systems TCAS and ACAS are other methods of alerted seeand-avoid. If you are flying a GA aircraft and have a transponder, turn it on so that RPT aircraft equipped with TCAS and ACAS know where you are.

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Bibliography
CAAP 166-1(0) Operations in the vicinity of non-towered (non-controlled) aerodromes, CASA, 2010 CAAP 166-2(0) Pilots responsibility for collision avoidance in the vicinity of nontowered (non-controlled) aerodromes using see-and-avoid, CASA, 2010 Limitations of the see-and-avoid principle, ATSB, 1991 Operations at non-towered aerodromes (DVD), CASA Aviation Safety Promotion, 2010 Look out! Situational awareness, (DVD) CASA Aviation Safety Promotion, 2009 AOPA Air Safety Foundation, Collision avoidance strategies and tactics, Safety Advisor, Operations and Proficiency No. 4 http://www.aopa.org/asf/publications/ sa15.pdf

CASA contacts
PHONE: 131 757 EMAIL: nta@casa.gov.au WEB: www.casa.gov.au/nta/ CASA GPO Box 2005 Canberra ACT 2601

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Operations at non-towered aerodromes CASA 2010