Safety in the vicinity of non-towered aerodromes - Australian ...

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Information errors were the most common type of error that occurred in airspace, operational and procedural-related occurrences in the vicinity of non-towered aerodromes (Figure 6). Figure 6: Types of errors contributing to 709 non-towered aerodrome occurrences, 2003 to 2008 5.1 Information errors Information errors were the most common contributor to occurrences at non-towered aerodromes (320 occurrences). Information errors were either: • communication-related • related to situational awareness of other aircraft • due to an incorrect assessment of position or proximity to other aircraft • due to actions by ATS personnel (Figure 7). Figure 7: Sources of information errors in non-towered aerodrome occurrences Communication-related information errors (two-fifths of cases) involved situations where the pilots of one or more aircraft did not hear or receive broadcasts from the pilots of another aircraft who had probably made a broadcast. This could be due to frequency congestion, radio frequency interference, or for some unknown reason outside of the control of the pilot. Radio and microphone failures were also coded as communication-related information errors. While not known, some of these errors - 36 -
may have been due to action errors by one of the pilots (such as not tuning the radio to the correct Common Traffic Advisory Frequency (CTAF) being used in the vicinity of that aerodrome). Situations where a pilot reported their location differently from their actual position were also coded as communication-related errors. This occurred in 13 cases. Source: photo courtesy of Alex Gagiero (Temora Aerodrome, NSW) Situational awareness-related information errors (almost one-third of cases) were related to situations where one or more pilots had a less than adequate awareness of nearby traffic. For example, a situation where a pilot taxied across an active runway without broadcasting and it was known that he did not look to see if any aircraft were on approach or takeoff was coded as a situational awareness error. Situational awareness errors also included pilots landing on an incorrect runway. Position/proximity assessment-related information errors (one-fifth of cases) occurred when a pilot incorrectly assessed the position or intentions of the pilot of another aircraft that they were aware of (leading to a reduced safety margin between those two aircraft), or came too close to another aircraft that they were aware of on approach or operating in a circuit. In 47 occurrences, the pilots were maintaining separation with the assistance of radio alerting (or in some cases, the flight crew of one aircraft were maintaining visual separation with a non-broadcasting aircraft); however, the assessment of separation was found to be incorrect (due to a Traffic Collision Avoidance System (TCAS) traffic advisory (TA) 25 , or because of a manoeuvre by one of the aircraft). 25 A traffic alert (TA) is the first level of warning provided by a TCAS/ACAS to pilots and flight crews that the margin of separation between two aircraft is reduced, and that the aircraft are coming into conflict. TAs are intended to assist the pilot to visually acquire the conflicting aircraft, and prepare the pilot for a potential resolution advisory (RA) if the TCAS/ACAS determines that there is a risk of a collision. TCAS/ACAS operates on relatively short time scales. The maximum generation time for a TA is 48 seconds before the point of collision. For an RA, the time is 35 seconds. The time scales are shorter at lower altitudes (where aircraft typically fly slower). Unexpected or rapid aircraft manoeuvres may cause an RA to be generated with much less lead time. It is possible that an RA will not be preceded by a TA if a threat of collision is imminent (EUROCONTROL, 2010). - 37 -
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ATSB TRANSPORT SAFETY REPORT Aviati
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Published by: Australian Transport
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4.4 Making your presence and intent
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Page 10 and 11: THE AUSTRALIAN TRANSPORT SAFETY BUR
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Page 14 and 15: Airproxes and other separation issu
Page 16 and 17: across many aerodromes and aircraft
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Page 20 and 21: procedures from 3 June 2010) GPS Gl
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Page 24 and 25: What challenges do pilots face at n
Page 26 and 27: A factor in the frequency of occurr
Page 28 and 29: suggested that they ignored the lim
Page 30 and 31: airmanship principles, and to allow
Page 32 and 33: 1.3 Scope This report focused only
Page 34 and 35: - 12 -
Page 36 and 37: • Violations - any individual act
Page 38 and 39: Table 1: Movements for 20 selected
Page 40 and 41: that the level of detail and the ty
Page 42 and 43: Figure 1: Airspace-use and operatio
Page 44 and 45: Figure 2: Most common types of occu
Page 46 and 47: 3.4 Where were the most occurrences
Page 48 and 49: Occurrences relative to flight rule
Page 50 and 51: - 23 occurrences where the aircraft
Page 52 and 53: Runway incursions can have serious
Page 54 and 55: ATS errors in passing traffic infor
Page 56 and 57: In particular, pilots’ broadcasti
Page 60 and 61: A number of reports (n=40) indicate
Page 62 and 63: 5.3 Decision errors Decision errors
Page 64 and 65: A 2004 ATSB review of all 37 mid-ai
Page 66 and 67: In both cases, the pilots of most o
Page 68 and 69: Figure 10: Typical circuit entry me
Page 70 and 71: At non-towered aerodromes, circuits
Page 72 and 73: 6.2 Why weren’t pilots monitoring
Page 74 and 75: 6.3 Other alerted ‘see-and-avoid
Page 76 and 77: Not a substitute for maintaining an
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Page 80 and 81: Figure 13: Damage to Piper PA-28 Wa
Page 82 and 83: 7.3 Avoiding action taken and colli
Page 84 and 85: One airprox occurred between two pa
Page 86 and 87: The movement data elements 32 colle
Page 88 and 89: Notable changes in traffic mix betw
Page 90 and 91: expected number of occurrences; how
Page 92 and 93: Investigation number AO-2007-006 Wi
Page 94 and 95: 8.4.4 Other recent investigations i
Page 96 and 97: 9.1.1 Parachuting operations A numb
Page 98 and 99: 9.1.4 Avoiding landing charges Ther
Page 100 and 101: See-and-avoid conflicts See-and-avo
Page 102 and 103: 10.2 Previous ATSB studies into non
Page 104 and 105: 10.4 What you need to do if you fly
Page 106 and 107: writing, data does not exist to eva
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Australian Transport Safety Bureau.
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