I used to believe that until I recently began having a few problems. Ok, more than a few problems.
One of these days I just want to wake up and know EVERYTHING about flying. No more writing, no more studying, no more learning. I’m going to enjoy that day when it comes. I think it is getting pretty close. It has to be, because it feels like my brain is almost full.
Here’s my list of airport problems I’ve had recently. I’m not talking about the last twenty years here, I really mean recently:
For VFR Flights
· METARS?· Food on field?
· Car rental?
· FBO?
· Review terrain for approach flight path
· Review with local pilots or tower local reporting points
· Review terrain for pattern entry and descent terrain clearances, including clearances for each leg of pattern
· Review location of obstacles in the airport vicinity - towers, power lines, buildings
· Review published pattern entry procedures (non-standard?)
· Review published pattern altitude
· Local noise abatement procedures?
· Parachuting, helicopters, air tankers, kites, antique aircraft, gliders, jets in the vicinity?
· Runway length – short runways require close attention. Be prepared for go-around on short runways If things don’t look right
· Runway width – wide runways higher than normal; narrow runways can make you fly s lower than normal pattern
· Rwy elevation – density altitude concerns – even a 2000 ft airport can affect performance on a hot day. You do not have to be in the mountains.
· Sloped or humped runway? You may not be able to see the other end on landing or takeoff
· End of runway condition: rising terrain or drop-off can cause unpredictable winds on short final or takeoff; paved areas can cause rising air and turbulence; grass or water can cause sinking air which will require the quick addition of power on short final or make
obstacle clearance questionable on departure; houses, buildings, power lines, towers can cause distractions on approach or departure.
- Is the sun going to be in my eyes on short final? This can blind you at a critical moment.
· Fuel available? Price? Self-serve?
· Tie-down fees?
· Landing aids – VASI, PAPI?
· Location of wind sock or tetrahedon?
· Tie down chains/ropes available?
· Taxiway or runway back-taxi?
· Control tower hours of operation?
· Pilot controlled lighting? What is the frequency? It is not always the same at the CTAF!
· When landing at mountain strips - is a go-around possible? Some strips are one-way only.
· How will I spot the airport as I approach it? Google Earth; landmarks, terrain references; GPS? (All of the above?)
· How high should I approach to aid in spotting airport?
· Are landing and taxiway lights available for night landings? How are they controlled? What are the options if I get there after dark and they don’t work?
· What types of accidents have occurred at this airport? Ok, this may not be something you check for every landing, however, if you are going into difficult terrain this may help identify areas of concern. The AOPA Airports web site has a direct link to accident reports from the selected airport.
· Other airports in the vicinity? One reason to know this is in case you cannot land at your primary airport due to winds, runway obstructions, etc. Another reason is to be aware of conflicting traffic if the other airport is in close proximity.
· Runway condition?
· "VV"= vertical visibility. This not only applies to IFR landings but should also be considered for VFR arrivals and departures. This number indicates the high above the ground where you will no longer be able to see the ground.
· For all take-offs consider safe take-off distance to include the POH allowance for take-off distance PLUS the POH allowance for landing distance PLUS a 10% safety factor. This will provide a safe margin for stopping should you need to abort after reaching take-off speed.
· Can I pee here? (“Salinas tower, Cardinal 34777 3 miles north with Echo, landing Salinas.” “Cardinal 34777, Salinas Tower. We’re showing you at 3 miles north at 7500 feet!?”. “Affirmative, 7500 feet. I have to pee. Give me the clearance and I WILL get down!”. (No, I didn’t make this up…)
· NOTAMS/NOTAMS/NOTAMS! – check them every time!
| KAPC ~~~ ARRIVAL AIRPORT NOTAMS ~~~ KAPC |
NA EXCEPT FOR AIRCRAFT EQUIPPED WITH SUITABLE RNAV SYSTEM WITH GPS.
OAK VORTAC OTS.
APC 05/002 APC AIRSPACE PARAGLIDER ACTIVITY SEE CCR 05/001
TIL 1103230500
High Density Altitude
When departing from a high density altitude airport the manifold pressure will be reduced approximately 1" for each 1000' of density altitude.
When arriving at an airport with high density altitude land at the same indicated airspeed as normal but understand your ground speed will be higher and be prepared for the different visual perspective.
Consider that high density altitude also affects cruise/climb performance. If the temperature conditions are higher than standard you maximum service ceiling will be lower. This could present a serious problem if crossing mountains or operating at high altitudes.
For IFR Flights
· Irregardless of the instrument approaches a the airport of intended landing, you may well end up with a circle to land clearance at any of the other runways on the airport. Familiarize yourself with the other runways as you would a VFR arrival.
· You typically make a faster approach on IFR and a short runway may pose a greater challenge for landing.
· Memorize the missed approach before you reach the final approach fix.
· Carefully read the airport data as it relates to trees, towers and other obstructions. Know where they are relation to your approach.
· Circle to land clearances may be at lower altitudes than standard traffic pattern altitudes – again be aware of possible obstructions and standard pattern entries.
· Carefully observe runway conditions prior to landing. With all the other tasks an approach requires don’t forget to look for slippery conditions, obstructions on the runway – and the wind sock! If something isn’t right – go around.
Gary
