Airport Operations

Question 1

You are 30 miles out from your home base, a Class C airport, when you notice that the radios have been dead quiet for some time. What are you going to do?

Answer 1

Fly the airplane and troubleshoot.

Question 2

How do you troubleshoot dead radios?

Answer 2

Check the radio frequency volume and the intercom/pilot volume, check headset connections, try a different headset, check your headset volume, verify you’re on the correct frequency, try the previous frequency (if you forgot it, contact a FSS in order to get the appropriate one), turn the avionics switch off and on again, check the circuit breakers, press the mic and see if a “TX” is displayed next to the active com frequency - this indicates that your radio calls are transmitting properly.

Question 3

Show me specifically how you would check both the com radio volume and the intercom/pilot volume during radio failure.

Answer 3

Knob by the com frequency controls that frequency’s volume (so the volume of ATC and other traffic). The VOL/SQ knob toward the bottom of the audio panel controls the intercom volume - i.e. the volume of aircraft occupants’ voices.

Question 4

How can you verify that the radio frequency’s volume is appropriate even when ATC or other aircraft are not talking?

Answer 4

Press the com volume knob so that the squelch sounds and adjust the volume from there - the volume of the squelch matches the radio volume.

Question 5

How can you determine whether the problem is a stuck mic during radio failure?

Answer 5

A white “TX” appears permanently by the active COM frequency.

Question 6

You see that the white “TX” remains on permanently. You’re now 25 miles out from your original Class C destination. Let’s say that there’s another ATP location approximately the same distance away, this one a Class D airport that you are moderately familiar with. There are also numerous untowered Class G airports in the vicinity. What are you going to do?

Answer 6

Continue to prioritize flying the airplane. I’ll announce that I have a stuck mic and state my intentions, switch off the frequency so that I’m not clogging up the radios, and squawk 7600. Due to all the IFR and large commercial traffic that fly into Class C airports, as well as because the FAR/AIM doesn’t detail VFR lost com procedures for Class C and B airports, I’ll divert to the other ATP location, the Class D airport. If I had been completely unfamiliar with the Class D airport I probably would have initially headed to one of the untowered G airports just to get the plane on the ground and regroup and devise a plan to get back

Question 7

Would you consider lost coms to be an emergency scenario?

Answer 7

No, not barring some aggravating circumstance like, say, low fuel, a sick passenger, rough running engine, total electrical failure at night in an unfamiliar area, etc. That said, if a different pilot feels it’s an emergency then it’s totally that pilot’s prerogative to act accordingly. In that case, squawk 7700 instead of 7600.

Question 8

How might a complete electrical failure (instead of just a stuck mic) alter your destination choice?

Answer 8

I would be more inclined to head to one of the untowered airports. Without electricity I won’t be able to squawk 7600, the ADS-B won’t work so detecting traffic would be much more challenging, ATC won’t be able to see my altitude because the Mode-C/S capability would be gone, and a total electrical failure would likely be a sign of a larger electrical issue, one that could even be a fire hazard. So I’d just want to get the plane on the ground at one of the nearby Class G airports, regroup and go from there.

Question 9

Is there still a way that you could communicate and coordinate your lost-coms arrival with the Class D tower in the plane, even with a completely failed electrical system?

Answer 9

Yes I could use my cell phone (easy with some headsets) . . . as long as I could locate the tower’s phone number.

Question 10

So you’re approaching the Class D airport with a stuck mic (the rest of your electrical system is operating correctly) . . . take me through your procedures for getting the plane safely and legally on the ground.

Answer 10

I will follow the procedures in AIM 4-2-13 and remain outside or above the Class D airspace until I can determine the direction and flow of traffic. All of our planes have ADS-B so this should be easy to determine. (Otherwise, I would fly above the airspace for a better vantage point and observe pattern direction and traffic flow from there.) Then I’ll switch to the tower frequency and state my type aircraft, position, altitude, intention to land, and request to be controlled with light signals - then switch back off of the frequency.

Question 11

You haven’t received a light gun signal yet, can you enter the Class D airspace during lost comms?

Answer 11

Yes, per the 4-2-13 “Receiver Inoperative” procedures.

Question 12

So you’re heading toward the traffic pattern during lost comms, what’s next?

Answer 12

Approximately 3 to 5 miles from the airport, I’ll advise the tower of my position and join the airport traffic pattern – if I’m not sure of the location of other aircraft in the pattern, good ADM would have me remain 500ft above the highest traffic pattern until I know that TPA is clear. From this point on I’ll watch the tower for light signals, transmitting my position during each leg of the pattern before switching back off frequency.

Question 13

As you approach the pattern you receive a solid red light gun signal. What are you going to do?

Answer 13

This signal means “give way and continue circling,” so I’ll acknowledge receiving the signal by rocking my wings, then give way and circle outside of (or above) the pattern while awaiting further light signal guidance.

Question 14

What is the procedure for acknowledging light signals at night?

Answer 14

Flash the landing light or nav lights.

Question 15

How do you acknowledge light gun signals on the ground during the day

Answer 15

Move the ailerons or rudder.

Question 16

What signal would indicate that you are cleared to re-enter the pattern?

Answer 16

Flashing green.

Question 17

Once established downwind you receive a solid green light signal, what does this mean?

Answer 17

Cleared to land.

Question 18

If you never receive a solid green signal, can you land?

Answer 18

No, not unless you intend to play the 91.3 emergency card, which in the case of a mere receive-only, stuck mic, lost coms situation is a bit far-fetched.

Question 19

Let’s say you expect to see a solid green light signal so you glance briefly at the tower, see what you are expecting to see, then continue and land, only to get a phone number/deviation because the signal was actually a flashing green light and you never actually received a landing clearance. What is this common source of pilot error called?

Answer 19

Expectation bias (aka confirmation bias).

Question 20

What if on final you see a flashing red signal, what will you do?

Answer 20

The signal means “airport unsafe, do not land,” so I will go around; provided no other light signals are given, I will depart the area and proceed to one of the Class G airports.

Question 21

So you head to one of the Class G airports. It’s now dark outside, and along the way your entire electrical system fails. Fortunately someone else in the pattern has turned on the lights. You see blue lights and white lights on the ground. Which lights outline the runway and which outline the taxiway?

Answer 21

Runway edge lights are white, taxiway edge lights are blue.

Question 22

So you head to one of the Class G airports. It’s now dark outside, and along the way your entire electrical system fails. Fortunately someone else in the pattern has turned on the lights. If this runway had centerline lights, what color would those be?

Answer 22

White.

Question 23

So you head to one of the Class G airports. It’s now dark outside, and along the way your entire electrical system fails. Fortunately someone else in the pattern has turned on the lights. what color are the taxiway centerline lights?

Answer 23

Green.

Question 24

Let’s say that this runway has a displaced threshold. It’s night . . . which lights demarcate the beginning of the landing threshold?

Answer 24

A bar of green threshold lights. There will also be Runway End Identifier Lights (REILs). Those are the white strobe lights flashing on each side of the approach end of the runway.

Question 25

As you roll out, you see taxiway lead on/lead off lights at each taxiway intersection. What color are those?

Answer 25

Alternating yellow and green.

Question 26

As you roll out to the end of the runway - provided this is a precision approach runway - the colors of the runway edge lights and centerline lights change. Take me through when and how the lights change color.

Answer 26

The runway edge lights change to yellow for the last 2,000ft. T he runway centerline lights are white until the last 3,000ft of the runway. The white lights begin to alternate with red for the next 2,000ft, and for the last 1,000ft of the runway, all centerline lights are red.

Question 27

You go off the end of the runway and hit a fence. Do you have to self-report this to the FAA

Answer 27

If it qualifies as an “accident” or “serious incident,” then yes. Otherwise no.

Question 28

You go off the end of the runway and hit a fence.
Let’s say that the plane is fine, but the sudden stop causes you to tweak your neck. A few days later the pain gets much worse and you end up at the hospital. Would you consider this an accident?

Answer 28

Yes. Because I require hospitalization within 7 days, the occurrence qualifies as a serious injury, and therefore it’s an accident.

Question 29

What exactly constitutes an “accident” to the FAA?

Answer 29

Death or serious injury to a person onboard, or substantial damage to the aircraft.

Question 30

How are “serious injury” and “substantial damage” defined by the regs?

Answer 30

● Serious Injury - any injury which: (1) Requires hospitalization for more than 48 hours, commencing within 7 days from the date of the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal organ; or (5) involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.
● Substantial Damage - damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered “substantial damage” for the purpose of this part.

Question 31

You go off the end of the runway and hit a fence. So we’ve established that this is an accident. By when are you required to report it, and to whom?

Answer 31

Immediately, and by the most expeditious means available, I would notify the nearest NTSB office. Then within 10 days I would send in a report per 830.15.

Question 32

You go off the end of the runway and hit a fence. Say the plane is totally wrecked when it hits the fence. Will you clean up the mess or leave it be? Why?

Answer 32

I’ll leave it, because “ the operator of an aircraft involved in an accident or incident for which notification must be given is responsible for preserving to the extent possible any aircraft wreckage, cargo, and mail aboard the aircraft, and all records, including all recording mediums of flight, maintenance, and voice recorders […]”

Question 33

What if the wreckage is a potential safety issue for arriving and departing aircraft? Will you still leave it? If not, what will you do first?

Answer 33

Yes in that case I’ll move the wreckage, but first I’ll document the crash as best I can with pictures and notes. FAR 830.10 states that “ where it is necessary to move aircraft wreckage, mail or cargo, sketches, descriptive notes, and photographs shall be made, if possible, of the original positions and condition of the wreckage and any significant impact marks.”

Question 34

What is a Runway Status Light System? How does it work?

Answer 34

It’s an automated lighting system that provides runway status info to pilots in order to more clearly indicate when the runway is clear. Essentially, the system uses sensors that can detect the presence of aircraft taking off, landing, and crossing the runway - when the aircraft are off the runway, the sensors turn off the red in-pavement hold-position lights.

Question 35

When the red lights turn off on a Runway Status Light System, that means you can enter the runway?

Answer 35

No, a verbal ATC clearance is still required - these lights verify an ATC clearance, they do not substitute for an ATC clearance.

Question 36

What if ATC clears you, but the red lights remain illuminated?

Answer 36

Query ATC and stay put.

Question 37

What does it mean if you are approaching to land and the PAPIs are blinking at you?

Answer 37

This is a FAROS (Final Approach Runway Occupancy Signal), and the blinking PAPIs indicate that the runway is occupied and that it may be unsafe to land.