1. Procedures and Operations
9 March 2005

2. Traffic Patterns Tower-controlled airports No control tower
Towers provide for orderly arrival and departure to/from airports
the tower will issue instructions for desired flight path
clearances must be received before takeoff or landing
No control tower
Pilots self-announce position and intentions on a common traffic frequency
All traffic uses a “left” traffic pattern un otherwise indicated

3. Traffic Patterns
An organized method of arriving and departing from airports
Denoted either “left” or “right” by the direction of the turns
Left traffic is standard

4. Traffic Patterns Airplanes land into the wind!
Segmented circle indicates traffic pattern direction and wind direction
Wind cones, wind tees, and windsocks indicate the direction of the wind. The large end of the wind sock points into the wind

5. Airport Markings Runway naming is determined by the approach direction
To find a runway number, round magnetic heading to nearest ten and lop off a zero. If the final approach course is 267°, the runway will be runway 27. (All runway #s are 1-36)
Runways have letters when there are two or three parallel runways. In this case, they are labeled L, R, C, for left, right and center.

6. Airport Markings
Threshold – beginning of a runway available for landing of aircraft.
Those runways that do not have thresholds at the beginning of the runway have displaced thresholds.
The area between the beginning of the runway and the displaced threshold may be used for taxiing, takeoff, and landing rollout, but not for landing.
Closed runways will be marked by an “X” at either end.

7. Land and Hold Short Operations (LAHSO)
Found at airports with a runway intersecting another runway, taxiway, or other point
Allows increased airport capacity
Student pilots or those unfamiliar with LAHSO should not accept a clearance
PIC (duh) has final authority to accept or decline any LAHSO clearance
LAHSO distances available in the Airport/Facilities Directory (A/FD)
LAHSO clearances only issued when ceiling is at least 1000 feet and 3 sm visibility

8. Airport Lighting
At night – location of an airport can be determined by a rotating beacon
White and green – lighted land airport
White and yellow – Lighted water airport
Green yellow white – lighted heliport
Military land airport – dual peaked white then green

9. Airport Lighting Beacons are operated during daylight hours if:
Less than 1000 foot ceiling
Visibility less than 3 miles
Runway edge lights
Outline runway at night/low vis.
Radio control of lighting
Available per the AF/D
“Key the mike” 7, 5, or 3 times…

10. Visual Approach Slope Indicator (VASI)
Indicates your relationship to the glidepath
Grim mnemonic:
White over white: “You’re out of sight”
Red over white: “you’re all right”
Red over red: “you’re dead!”

11. Other approach slope indicators
Tricolor VASI (rare)
Amber = too high
Green = on path
Red = Too low
Pulsating VASI (rare)
Pulsating white = Above glide path
Steady white = On glide path
Red/pulsating red = below glide path
Precision Approach Path Indicator (PAPI)
4 lights
More white = higher

12. Surface Operations Don’t let the wind flip your airplane over.
Expose the top of the control surfaces to the wind whenever possible

13. Airport/Facility Directory (A/FD)
Published every 56 days
Contains all public use airports, seaplane bases, and heliports
Includes communications data, navigational facilities, and special notices and procedures
Telegraphic – use the legend!

14. Fitness for Flight / Aeromedical
Hypoxia – symptoms include:
Headache
Drowsiness
Euphoria
Vertigo
14 CFR : O2 requirements
12,500-14,000 MSL:
O2 must be used by flight crew for time in excess of 30 minutes in that range
>14,000 MSL:
O2 used by flight crew always
>15,000 MSL:
O2 provided to every occupant

15. Aeromedical Factors Hyperventilation Deficiency of carbon dioxide
Caused by extra deep breathing due to anxiety, tension, fear
Overcome by:
Breathing into a bag
Talking out loud
Consciously slowing breathing rate

16. Aeromedical Factors Carbon Monoxide Poisoning
CO: colorless, odorless, tasteless
Symptoms:
Headache
Drowsiness
Dizziness
Susceptibility increases with altitude
Think you have CO poisoning?
Turn off heater!
Open air vents!
Don’t die.

17. Aeromedical Factors Spatial Disorientation Caused by: Overcome by:
Complex motions/apparent motions
Vestibular disorientation…
Visual scenes
“Seat of the pants” inherently unreliable
Overcome by:
Rely on your flight instruments!
Ignore sensory input.

18. Aeronautical Decision Making (ADM)
Systematic method for determining whether an individual is fit to fly for a particular flight and to help a flight be completed/continued safely

19. Aeronautical Decision Making (ADM)
Five hazardous attitudes / antidotes
Antiauthority
“Follow the rules, they are usually right.”
Impulsivity
“Not so fast. Think first.”
Invulnerability
“It could happen to me.”
Machismo
“Taking chances is foolish.”
Resignation
“I can make a difference.”

20. Compass Errors
Variation
Deviation
Magnetic Dip

21. Dip errors Magnetic dip:
When turning north from an easterly or westerly heading, the compass lags behind the actual aircraft heading. When a turn is initiated while on a northerly heading, the compass first indicates a turn in the opposite direction.
When turning south from an easterly or westerly heading, the compass leads the actual heading. When a turn is initiated on a southerly heading, the compass immediately leads ahead.
Mnemonic: UNOS – undershoot north, overshoot south

22. Dip errors continued
Accelerating or decelerating while heading either east or west will also cause compass errors.
When accelerating on an east or west heading, the compass indicates a turn to the north.
When decelerating on an east or west heading, the compass indicates a turn to the south.
Mnemonic: ANDS – accelerate north, decelerate south.
Compass accurate only in S&L, unaccelerated flight.

23. Variation Errors Magnetic poles do not coincide with geographic poles.
Most places on Earth, the compass needle does not point to True North. Angular differences between magnetic north and true north are called variations and are displayed on aeronautical charts.

24. Deviation Errors
The metal, electrical systems, and operating engine all create magnetic fields from the aircraft.
Aircraft manufacturers install compensatory magnets to prevent most errors. Remaining errors are called deviation.
A card in the aircraft will list the deviation at various different compass points.

25. Next Week…
Regulations
(FAR/AIM & Test Prep)