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Number 329 May 2007 Safe operations at non-Towered airports require good communication practices (transmitting one’s intentions and listening actively), cooperation with other pilots, courtesy, and constant vigilance. In this month’s selection of CALLBACK reports, we take a closer look at specific areas of non-Towered airport operations: • Back-taxiing on an active runway • Selection of correct radio frequencies • Adherence to standard traffic patterns • Use of collision avoidance tools for enhanced situational awareness Back-Taxi with Caution Pilots back-taxiing on an active runway should always exercise caution, especially in marginal, IMC, or nighttime conditions. Here is one pilot’s experience with a “pop-out” surprise. ■ My home base...is an uncontrolled airport with an AWOS. [It has] one runway, 18/36. Runway 36 has a parallel taxiway, Runway 18 does not. I received my weather briefing (DUATS), filed a flight plan and got my plane ready to go...I announced on the UNICOM that I was back-taxiing on Runway 18. I was back-taxiing on Runway 18 when an aircraft announced they were on a 2-1/2 mile final to Runway 18. They called...and asked if I was still on the runway. I replied that I was but would be out of the way in time. I was out of the way – but barely. Just as I turned into the holding area, they popped out of the clouds at about 100 feet AGL, less than 1/8 mile and about 100 feet west of the runway. He corrected his approach and landed. The whole incident lasted about 1 minute. I made a poor decision: 1) I expected to see them long before I did as the AWOS was reporting 600 and 2. 2). I thought I had more time to taxi because they said they were 2-1/2 miles out. I was wrong on both counts. Turning back was not an option for me...but I could have pulled off into the grass. I should never be in that position again, because from now on, after announcing that I am going to taxi on the active, I will stop and wait for a time to see if anyone says they are on an approach. Double-Check Frequency Selection A Cessna 210 pilot reporting aircraft position heard no one on frequency for a lengthy period of time (an important clue), and subsequently experienced a conflict in the traffic pattern. ■ Aircraft #1 was entering a left downwind leg for Runway 11. Started announcing position, intentions, altitude about 12.5 nm north of field. Heard no one talking on frequency. Announced at 10, 7.5, and 2.5 miles out (a habit I have). Heard no one on frequency. Announced a mid-field 45-degree entry and noticed an aircraft on downwind, about approach end of downwind. Thought it strange that he was not responding on frequency. Announced that I would enter in behind that aircraft. While turning from my 45-degree to downwind, was able to see clearly to my left and noticed #2 aircraft near and above my altitude. I had cut that aircraft off when entering the pattern. I wondered why 2 aircraft [were] not communicating on frequency. Double-checked my radio, found I had dialed in 122.8. Should have been 122.7. Reset [radio] and announced a go-around. Seems the #2 aircraft may never have seen me... Make Standard Traffic Patterns A PA-28 pilot discovered that his traffic pattern was not in the “right” place. ■ I heard an aircraft in the pattern giving position reports. The runway in use was 13. A call to UNICOM appeared unnecessary since I had the weather information A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/ March 2007 Report Intake Air Carrier/Air Taxi Pilots 2694 General Aviation Pilots 877 Controllers 174 Cabin/Mechanics/Military/Other 234 TOTAL 3979 ASRS Alerts Issued in March 2007 Subject of Alert No. of Alerts Aircraft or aircraft equipment 27 Airport facility or procedure 22 ATC procedure or equipment 22 Chart, Publication, or Nav Database 5 Company Policy or Maintenance Procedure 5 TOTAL 81 Incidents at Non-Towered and Tower Closed Airports In conjunction with the FAA, NASA’s Aviation Safety Reporting System (ASRS) will examine Wake Vortex Encounter incidents at JFK, STL, and SFO airports. While the initial focus of the study will be wake encounters for closely-spaced parallel runways, and single runway in-trail events in these three terminal environments, ASRS will also examine wake vortex incidents at other airports and www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：CALL BACK 3
