Runway Occupancy Awareness (ROA) is a software solution that uses Surface Indications and Alert (SURF-IA) technology to warn a pilot about a potential conflict from either an aircraft or ground vehicle, giving the flight crew enough time to take evasive action to avoid a collision.

How It Works

According to Garmin, ROA analyzes aircraft GPS and ADS-B traffic information resulting in enhanced situational awareness. This helps avoid runway and taxiway incursions in the busy and confusing airport environment, especially during low-light situations or during inclement weather when visibility is compromised.

• READ MORE: We Fly: Garmin Autoland for the Beechcraft King Air 200

Crews are alerted of a possible event in time for them to take prompt and corrective action, according to the company.

“With the rate of runway incursions increasing, there is a real need for increased safety tools in the cockpit,” said Phil Straub, Garmin executive vice president and managing director of aviation ROA technology. “Equipping pilots with this technology can reduce the risk of runway incursions and help provide confidence for pilots navigating busy and complex airports.” 

Textron Aviation received the initial FAA certification for ROA on the G1000-equipped Cessna Caravan. Garmin expects to obtain FAA certification for ROA in its G5000 STC for Cessna Citation Excel, XLS, XLS+ and XLS Gen2 by next month. 

• READ MORE: Honeywell Demonstrates SURF-A Runway Incursion Avoidance Tech

Certification for more Garmin-equipped aircraft is expected to follow in the coming months, according to the company.

ROA is initially available on select Garmin-integrated flight decks, ranging from G1000 NXi- to G5000-equipped aircraft serving the broad general and business aviation markets.

“We think it is important for the entire aviation industry to know this technology exists and is available in Garmin-integrated flight decks,” a Garmin spokesperson said. “Our flight decks serve general aviation, business aviation, helicopters, defense, and advanced air mobility, and we feel the entire industry will benefit from more aircraft having this technology. For aircraft equipped with a Garmin integrated flight, which includes ADS-B, this is a software upgrade.”

• READ MORE: FAA Investing $100M in Bid to Curb Runway Incursions

Visual, Aural Warnings

Garmin ROA provides visual crew-alerting system (CAS) caution and warning annunciations to the pilot’s primary flight display (PFD) on Garmin’s Synthetic Vision Technology (SVT) in either yellow or red depending on the level of threat. Warning annunciations appear on the SafeTaxi map while simultaneously appearing on the multifunction window.

The flight crews get both visual and aural alerts, ranging from no immediate collision hazard to a warning level alert where a collision risk could occur within 15 seconds.

The crew will be warned when there is traffic landing, taking off, stopped, or taxiing on the aircraft’s runway. Warnings are also issued when traffic is on approach to the aircraft’s runway or a runway that crosses the aircraft’s runway, or on the runway where the aircraft is holding.

ROA is the next level of Garmin’s other Terminal Safety Solutions, such as Runway Overrun Awareness and Alerting System (ROAAS), Garmin SafeTaxi, and Garmin SurfaceWatch. This suite of software was created to improve and increase situational awareness during ground operations.

The post Garmin Launches Software to Warn of Potential Runway Incursions appeared first on FLYING Magazine.

“No one enjoys flying through turbulence, whether you’re piloting a single-engine piston or riding in the back of a jet,” said Henrik Hansen, ForeFlight’s chief technology officer.

ForeFlight says the additional feature within the mobile app displays the measured intensity of turbulence at multiple altitudes, making it easy for pilots to find the smoothest altitude along their flight path. ForeFlight Mobile automatically uploads the reports once it establishes an internet connection after the flight or instantly if connectivity is maintained during flight, according to officials.

Turbulence reports are depicted as colored markers on the Maps tab: Gray signifies smooth air, while yellow, orange, and dark orange represent increasing levels of turbulence, ranging from light to severe.

While pilots traditionally rely on weather forecasts and PIREPs for route planning, ForeFlight says its Reported Turbulence method offers distinct advantages, including enhanced accuracy and objective reporting.

ForeFlight estimates its Reported Turbulence layer offers 50 times more turbulence reports than manual PIREPs, per Sporty’s IPAD Pilot News.

Reported Turbulence is available as two add-ons for Pro Plus subscribers. Reported Turbulence (Low) offers access to turbulence reports up to 14,000 feet, whereas Reported Turbulence (All) provides access to reports across all altitudes.

Editor’s Note: This article first appeared on AVweb.

The post ForeFlight Introduces Reported Turbulence Map appeared first on FLYING Magazine.

Can you relate to these scenarios?

Automatic dependent surveillance-broadcast, or ADS-B, became law in January 2020, ostensibly to make the skies safer—but has it worked? Researchers from Embry-Riddle Aeronautical University are asking pilots to fill out a survey about their use of ADS-B to help determine if and how pilots are using the technology, and if it has helped curtail the number of midair accidents.

“We want to determine how effective ADS-B is in reducing the number of midair collisions in general aviation,” said Douglas Boyd, Ph.D., an adjunct research professor at Embry-Riddle.

Boyd holds several pilot certificates and has more than 1,500 hours flight time. He and a colleague are studying midairs in hopes of finding a way to mitigate them. According to Boyd, how a pilot uses ADS-B is key.

“Where do they get their annunciations? Is it from the panel or from their iPad? Where is the iPad in the cockpit, and so forth,” Boyd said.

There are 15 questions on the survey, one of which asks how often pilots have received a warning about traffic and not been able to visually acquire it outside the airplane.

“There has been a large number of responses from pilots who experienced this,” said Boyd.

Some pilots are also surprised to learn that non-ADS-B aircraft will show up on ADS-B some three to 13 seconds after the radar beam sweeps over them, then the pilot receives a traffic advisory from the ADS-B, but it may not be helpful.

“The aircraft can go a long way in those 13 seconds,” said Boyd.

The survey takes about five minutes to complete, and the window to do so will be open until the end of October.

To take the survey, scan the QR code below or visit www.surveymonkey.com/r/PR3GPJS.

The post How Do You Use ADS-B? appeared first on FLYING Magazine.

The answer came this week in the form of an email from ForeFlight that stated “the ForeFlight and Garmin teams identifying ‘a compatibility issue’ between ForeFlight and recent firmware versions (v3.13 and later) of Garmin’s GNX 375 GPS navigator and ADS-B In/Out transponder.” According to the email, “the issue can temporarily interrupt or disable the display of ADS-B traffic in ForeFlight Mobile while connected to this device.”

A Garmin spokesperson confirmed the situation, noting that “customers using software version 3.13 or later may experience ADS-B traffic interruptions in high-traffic environments on their ForeFlight display.”

ForeFlight and Garmin are presently working together to fix the issue.

A representative of the ForeFlight pilot support team said it is “working closely with Garmin to understand the timing and availability of the necessary firmware update to correct this issue and will advise with additional information when available.”Said Creighton Scarpone, Garmin’s director of airline & business aviation sales: “Traffic display and alerting on the GNX, or any other Garmin display, as well as Garmin Pilot, are not affected. The firmware update is expected to be available in September 2023.”

The post Garmin and ForeFlight Looking into ADS-B Challenges appeared first on FLYING Magazine.

The flight planning app’s new aircraft on-runway feature provides critical warning systems by notifying pilots on final approach if there is an airplane on the runway upon which they intend to land. The feature also warns the crew of the aircraft on the runway that another is approaching. For the function to work, aircraft must be connected to an ADS-B or FLARM, or “flight alarm” receiver.

• READ MORE: ATC Staff Shortages Reportedly Posing Challenges at Austin Airport

The updates emerge as reports of serious runway incursions have become more frequent amid an increase in air traffic congestion and understaffing at key ATC facilities. A number of near-miss events—including episodes at Austin-Bergstrom International Airport (KAUS) and New York’s Kennedy International Airport (KJFK)—made headlines earlier this year, leading to calls for aviation system safety improvements. In response, the FAA held a safety summit in March to discuss ways to mitigate incursions. The agency also awarded more than $100 million to a dozen airports to help prevent such incidents from occurring in the future.

According to FAA data, an average of three to four incursions occur daily in the U.S. Confusing runway markings and airport signage, and runway or taxiway layout are among the risk factors contributing to problems. The agency also found that roughly 65 percent of all runway incursions are caused by pilots, of which general aviation pilots account for 75 percent.

ForeFlight’s aircraft on-runway alerts aim to provide pilots with more situational awareness. 

In addition to the runway alerts, ForeFlight has introduced ADS-B traffic breadcrumbs, allowing pilots to check the recent flight paths of nearby aircraft to see which runways and procedures are in use. Users can tap any airborne or grounded aircraft to see its trail in green along with information about the target. ForeFlight has also added a new day/night overlay feature, so users can see where night has fallen around the world as well as the real-time day/night boundary right on the map.

• READ MORE: Watchdog Report: FAA ‘Lacks a Plan’ to Address ATC Shortages

All plans may utilize the new aircraft on-runway and day/night overlay features. However, a Pro Plus subscription is required to access the ADS-B traffic breadcrumbs.

The post New ForeFlight Safety Update Includes Runway Alert appeared first on FLYING Magazine.

Is the paranoia justified? Well, yes and no.  

The NextGen air traffic control system has been a long time coming. Satellite and ground-based signals are now supplemented by traditional radar for positive identification of aircraft both on the controller’s scope and in the cockpit. The ADS-B-IN-equipped airplanes are able to identify other airplanes, determine other airplane tracks, and determine relative altitudes. In addition, depending on the cockpit equipment operated, the ability to obtain weather data in the form of meteorological aerodrome reports (METARs), terminal aerodrome forecasts (TAFs), and graphical weather radar is available.

• READ MORE: SmartSky, Flightcell Demonstrate Ingenuity at AEA Convention

At the Aircraft Electronics Association (AEA) convention in Orlando this past week, I was made aware of a really cool application for ADS-B. It’s a procedure that’s still in the test phase, currently being conducted in Albuquerque Center airspace for arrivals into Phoenix Sky Harbor International Airport (KPHX) using the participation of American Airlines’ A321 fleet. As a matter of fact, the initial ADS-B test phases began in 2009 with US Air A330s (now American Airlines) operating out of Philadelphia International Airport (KPHL).

With pilots utilizing cockpit display traffic information (CDTI) equipment, the procedure applies ADS-B information for use in CDTI visual-assisted separation (CVAS), and CDTI-assisted separation on approach (CAS-A). Essentially, the procedure allows pilots to maintain separation from the airplane they are instructed to follow through the use of a CDTI display.  

The CVAS procedure requires crews to acquire visual contact with the traffic ahead prior to utilizing CDTI where the CAS-A procedure does not. Although the arrival weather can be conducted in IMC (instrument meteorological conditions), the airport must be in the VFR category.

In addition to the two procedures above, initial-interval management (I-IM) is being tested for use in the en route phase of flight, whereupon controllers issue an assigned spacing goal (ASG) in the form of seconds or miles. Most modern-day airliner automation can easily handle the ASG task. 

All of these procedures will add efficiency to our National Airspace System (NAS) and should be a relatively easy transition for my colleagues. Initially, airline pilots utilized the information provided on CDTI displays when traffic information was only provided by Mode-S transponders.  It instantly became a situational awareness tool, oftentimes allowing us to anticipate ATC’s next move. Until the testing phases become a bona fide procedure, only qualified crews are allowed to conduct CVAS, CAS-A, and I-IM operations.

• READ MORE: Aircraft Electronics Association Convention Opens in Orlando

On the other side of the coin, ADS-B can certainly become an uninvited guest. The FAA employs an inside team of experts that follow and analyze a performance monitor that can retrieve data over a 720-day time period. Representatives of this team were speakers at the AEA convention. With the accuracy of ADS-B data an extremely important safety goal for our NAS, it is incumbent upon operators and avionics installers to ensure equipment is functioning properly.

If, through the performance monitor, a particular ADS-B unit is found to transmit consistently inaccurate information, providing false or misleading data to ATC, it is placed on the No Services Aircraft List (NSAL). Once placed on NSAL status, that equipment will not be provided TIS-B/ADS-R services. In a nutshell, no traffic information will be available for that particular aircraft. 

Letter of Finding

What does that mean for us owner/operators of general aviation airplanes?

If we receive an FAA Letter of Finding (LOF), a response within 45 days is required. And if an owner/operator is contacted and the agreed upon corrective action for the ADS-B equipment isn’t taken, enforcement action is possible. For the moment, notification via a LOF has been the only action. Bottom line: a malfunctioning ADS-B is dangerous, in some cases indicating to the controller that your position is elsewhere. If your equipment reaches NSAL status, fix it.

Fortunately, the latest data from last year indicate 160,000-plus airplanes are equipped with normal functioning ADS-B units. Approximately 7,600 units—or 5 percent—have issues.

Yes, Big Brother is watching, but only if your equipment is not behaving…or just maybe if you’re not behaving.

The post ADS-B: Is Big Brother Really Watching? appeared first on FLYING Magazine.

It was my first time attending an event where aviation technicians outnumbered pilots.  Throughout my airline career and my general aviation participation, I have relied on the expertise and professionalism of these folks. With the utmost respect, I felt humbled to be among the very best in the industry.

Before the opening ceremonies, the day began appropriately with the FAA. Facing a backlog of 700 Part 145 repair station applications from last year, the agency is working to improve the process. Approximately 310,000 technicians hold licensed A&P (airframe and powerplant) certificates in the U.S., with an estimated 126,000 mechanics actively turning wrenches. Because of a regulatory technicality, Safety Management Systems (SMS) have not been mandated for Part 145 repair stations as of this date.

An FAA representative introduced their Canadian counterpart, who spoke of ADS-B (Automatic Dependent Surveillance-Broadcast) implementation issues. Although dates for compliance over the next two years remain in place, Air Transport Canada has not set specific standards for equipment performance. For example, some systems were communicating with satellites that allowed for an agonizing 10 second latency on air traffic controller screens.

Mike Adamson, president and CEO of AEA, kicked off the convention with a few announcements. As billings and sales of general aviation aircraft are still headed in a positive direction, the demand for mechanics and technicians is increasing at a rapid pace. The organization is supporting AeroCareers.net, which targets mostly high school students to promote employment in the aerospace industry through education. On other subjects, AEA introduced its new third-generation logo.

Bill Hanf, AEA chairman of the board, introduced Dewey Conroy as the member of the year.  Mr. Conroy is one of the founders of Pacific Coast Avionics. Avidyne was recognized as the AEA associate member for 2023. The company is a longtime AEA contributor and an innovator of aircraft avionics since its 1994 inception.

The FAA’s Orlando FAAST manager, Bob Jex, presented the Charles Taylor Master Mechanic Award to Ric Peri. Taylor was the mechanic who designed the engine for the Wright Brothers Flyer.

The award criteria require 50 years of aviation mechanic experience, professionalism, and a steadfast commitment to safety. Peri began his career in the Air Force and has been an instructor, writer, consultant, auditor, advocate, and contributor to AEA.

• READ MORE: Piper M Class Is Ready for SAF, Garmin’s PlaneSync

The remaining portion of the opening presentation was the introduction of 33 new products from various aviation companies. Highlights include:

• Communication company GoGo has improved its “Avance” system while establishing the infrastructure for the 5G network.
• Daniels Manufacturing Corporation introduced its Lace Lock product that replaces standard cable ties, improving safety for wiring installs.
• Aero LEDs Lighting introduced the Sunspot 36-4000 75-watt lens, with some of their products used by the Aeroshell Demo Team.
• Collins Aerospace presented their 5G resilient radar altimeter.
• Garmin introduced its PlaneSync app system that allows for remote communication between a tablet and the airplane, providing transmission of engine, aircraft system, and flight plan data.
• TIC presented its all-inclusive avionics test unit, which provides for testing of nav systems, antenna function, comm systems, and transponder operation.
• Texas Aerospace Technologies introduced its LCR 110- a low-cost, low-weight, small-size, IRS system available to aircraft not normally equipped, enabling RNP approaches and en route navigation for smaller aircraft.
• Aspen Avionics instituted its new 2.12 Software for the Pro Max Series units, which includes extended runway centerlines, reduced auto-max brightness from 70 to 50, and expanded fault log for dealer troubleshooting.
• Viavi Solutions introduced the PSD90-3 Fuel Quantity Test Set that also provides for fuel contamination testing.
• One Mile Up presented its updated Panel Planner for both experimental and certified aircraft, affording dealers the opportunity to generate a panel layout for customers.
• SmartSky presented its private “Intranet” platform that provides secure, discrete, 2-way data exchange from within the cabin, from aircraft systems, and from the cockpit without dependability on the world wide web.
• Universal Avionics introduced its Aperture Next enhanced vision system (EVS) that detects and identifies objects and allows for image-based navigation.
• Raptor Scientific presented its pitot/static test set unit- Raptor ADIS 3250 that can pre-load the aircraft type, program the type of tests required, and automatically prevent exceeding pressure specs that would potentially damage cockpit instruments.

Various presentations were scheduled throughout the day and the week.  I attended an FAA-led ADS-B symposium, which provided some very relative information for both pilots and avionics technicians. Although geared toward avionics shops, another presentation provided a new, and perhaps disruptive, perspective on evaluating and analyzing aircraft accidents. The same presenter led a different discussion on mistakes that avionics dealers and shops make that harm their business, which was applicable to many other customer service industries.

All in all, the AEA Convention appeared to be a great success. As a retired airline pilot and now as a regular general aviation participant, the event provided me with greater insight into the other side of the instrument panel.

The post Aircraft Electronics Association Convention Opens in Orlando appeared first on FLYING Magazine.

According to the FAA, “Each operator, whether a commercial business or individual pilot, will sign a LOA with the FAA to confirm they know the proper procedures in the Class C airspace that surrounds the areas.”

FAA’s decision brings clarity to its January 2020 ADS-B out equipage mandate, which had caused confusion on whether or not balloons would be required to install the technology like other aircraft. 

According to the regulation, ADS-B out transmitters must be hardwired into the aircraft’s electrical system, but since hot air and gas balloons do not contain electrical systems, balloon operators argue that the requirements do not apply to them.

• READ MORE: NTSB Welcomes New FAA Medical Rule for Hot Air Balloon Pilots

As the FAA sought to clarify guidance for balloon operators, waivers were granted for special events, such as last year’s annual Albuquerque International Balloon Fiesta—the largest ballooning event on earth. Balloon operators and enthusiasts expressed their concerns over the FAA mandate saying it would have a huge impact on tourism in the state as the event includes more than 500 balloons and draws hundreds of thousands of visitors.

Scott Appelman, president & CEO of Rainbow Ryders Ballooning Company, has been a key advocate for the ballooning community and has been working to change the FAA’s controversial regulations.

Appelman told Albuquerque’s KOB TV, “The small interruption that we dealt with probably cost us hundreds of thousands of dollars in sales. Because we couldn’t fly in the area, because we didn’t want to break any rules.”

He also said the cost to install ADS-B equipment could run operators between $3,000–$5,000 per balloon, which would pose a huge threat to recreational ballooning.

After several meetings with stakeholders, however, the FAA has appeared to change its tune. Now, balloon pilots may operate in Class C airspace with an LOA, while the FAA reviews the safety risk panel report.

“Essentially, what ended up coming up was, there’s no inherent risk, or there’s never been a reported, you know, midair collision with a balloon and a fixed wing. So the group as a whole decided that they would continue to monitor the situation, collect data and see if there’s any reason for this to be addressed,” said Appelman. 

The FAA recommends that operators contact the closest air traffic control tower to renew or apply for an LOA if one is nearing expiration or an operator does not yet have one.

The post FAA Loosens Restrictions on ADS-B for Balloons appeared first on FLYING Magazine.

Modernizing ATC 

One of the key components of MOSAIC is the modernization of air traffic control systems. The FAA wants to replace its aging radar-based systems with new, more advanced technologies such as Automatic Dependent Surveillance-Broadcast (ADS-B) and NextGen Data Communications (Data Comm). These new technologies will enable air traffic controllers to have a more precise and accurate picture of aircraft in the airspace, which will allow more efficient aircraft routing and separation.

To improve the overall air travel experience for passengers, MOSAIC seeks to reduce delays and improve flight efficiency by implementing new procedures and technologies such as Performance Based Navigation (PBN) and Airspace Flow Programs (AFP). These new procedures will reduce the risk of collisions and other accidents and enable aircraft to fly more direct routes, reducing flight times and fuel consumption.

• READ MORE: Will MOSAIC Allow LSAs To Do More?

The air traffic control system is critical to airline and passenger safety—and the economy. Air traffic controllers across the United States handle thousands of complex tasks that require constant attention and quick decision-making. Controllers are responsible for the safe and efficient movement of aircraft in the airspace, and they use a variety of tools, including radar, communication systems, and weather information, to do so. However, as air traffic has increased, controllers’ workloads have also grown, increasing concerns about safety and efficiency.

Can AI improve the ATC system?

Artificial Intelligence has the potential to revolutionize the field of ATC by automating repetitive and mundane tasks, improving flight plans, and enhancing both safety and communication. When combined with other advanced technologies, such as ADS-B and NextGen Data Communications, AI systems will be used to process large amounts of ATC data quickly and accurately. They will make decisions and predictions in real-time to improve the overall functionality of the ATC system. 

For example, an AI system could automatically detect and track aircraft in the airspace and generate conflict alerts if two aircraft are on a collision course. When AI is combined with natural language technology, pilot alerts and instructions could be mostly automated, freeing human controllers to focus on other tasks, such as communicating with pilots and coordinating aircraft movements. 

Pilot-to-controller communication should also become more efficient and less prone to errors. Pilots will appreciate faster responses and individual alerts, especially on days when the ATC system is overloaded due to weather events or other issues. 

However, it is important to note that AI is not a magic solution and will not replace human air traffic controllers. AI systems require human supervision, and it will be necessary to have controllers who can intervene and make decisions in situations that an AI system is not able to handle. Additionally, it will take time for the necessary infrastructure and technology to be developed and implemented to make an AI-based system possible.

Unmanned Aerial Systems, Light Sport Aircraft

Another important aspect of the MOSAIC program is the integration of unmanned aircraft systems (UAS) into the national airspace. The FAA is developing regulations and procedures to safely integrate drones into the airspace while addressing security and privacy concerns. This will open up new opportunities for the commercial use of drones, such as package delivery and aerial surveying, while reducing the number of manned aircraft in the airspace and the risk of collisions.

In addition to the modernization of air traffic control systems and the integration of UAS, MOSAIC also includes proposed changes to the rules for light sport aircraft (LSA), defined as small, lightweight aircraft typically used for recreation and training. The new LSA rules will focus on increasing safety and accessibility for pilots and aircraft owners.

The new rules will include changes to the LSA certification process, making it easier for aircraft manufacturers to certify this type of aircraft while ensuring that they meet specific safety standards. This will make it more cost-effective for aircraft manufacturers to produce LSAs, which will in turn make them more affordable for pilots and aircraft owners.

The new rules will also include changes to the requirements for pilots who operate LSAs. The FAA is expected to reduce the minimum number of flight hours required for pilots to fly LSAs, making it easier for individuals to obtain a pilot’s license and allowing more pilots to have access to these aircraft.

New rules are also expected to include changes to LSA operating limitations, allowing pilots to fly them in more challenging weather conditions and at higher altitudes. These proposed rules will make LSAs more versatile and useful for a wider range of applications, such as aerial surveying and photography.

Review and Approval Process

The MOSAIC proposals are part of the FAA’s long-term effort to modernize the NAS. Originally scheduled to be announced in 2022, a MOSAIC notice of proposed rulemaking (NPRM) is currently scheduled to be ready by August. However, before any new regulations are implemented, once the NPRM is released, there will be a period for public comment, and then a final rule will be published. The specific timing for each step of the process can vary depending on the complexity of the rule, and the volume of public comments received.  

Whatever parts of the MOSAIC proposal that are approved likely will be implemented in phases;  it is expected to be a multi-year process that will continue to evolve as new technologies and procedures are developed. 

The post AI Aims to Enhance Aviation Safety, Reduce Delays appeared first on FLYING Magazine.

The FAA said the new AC, which supersedes one released in 2016, and follows numerous fatal accidents in which aircraft collided in flight, is meant to help pilots increase their effectiveness in spotting traffic and responding properly.

It also lets pilots know the agency is aware of their concerns regarding the frequency of midair collisions in general aviation. Such accidents seem to be occurring often despite vast improvements in collision avoidance equipment and mandatory ADS-B technology in aircraft.

“This AC is issued to assist pilots with their regulatory obligation to see and avoid other aircraft. Specifically, this AC looks to alert pilots to human contributors to midair collisions and near midair collisions, and recommend improvements to pilot education, operating practices, procedures, and improved scanning techniques to reduce midair conflicts.”

The FAA noted that the advisory circular is not a regulation, but is “intended only to provide clarity to the public regarding existing requirements under the law or agency policies.”

The agency said the human eye remains “the most advanced piece of flight equipment,” but that pilots need to learn proper visual techniques and be aware of the eye’s limitations. The new AC also cites numerous factors that can hamper pilots’ ability to spot traffic, from distance, relative motion and lighting conditions to blind spots caused by aircraft structures like wings, window posts, and struts.

When ‘See and Avoid’ Practices Fail

Some of these factors appear to have played roles in a landmark collision that took place May 13, 2019, near Ketchikan, Alaska. The accident involved a de Havilland Otter with a pilot and 10 passengers and a de Havilland Beaver carrying a pilot and four passengers. The aircraft were headed in the same general direction but on courses that gradually converged in heading and altitude. As they neared each other, parts of each aircraft obscured the pilots’ views, preventing them from spotting each other, according to a National Transportation Safety Board report published last year. The report included a video animation that illustrated how the board believes the accident unfolded.

The collision caused the death of one passenger in the Otter and injuries to the remaining passengers and the pilot. All occupants of the Beaver, which broke up after the collision, died of their injuries.

According to the report, the probable cause for the accident was “the inherent limitations of the see-and-avoid concept” and the lack of visual and aural alerts from the traffic display systems of both aircraft. The NTSB said the Otter’s system was not broadcasting its pressure altitude. As a result, the Beaver’s traffic warning system could not provide the corresponding altitude alerts.

Accidents like the Ketchikan mid-air give pilots pause, in part because many, if not most, can recall instances in which traffic seemed to sneak up on them, passing surprisingly and perilously close. They know how difficult it can be to spot traffic even in the clearest sky.

Advanced traffic awareness and advisory systems such as TAS, TCAS, and ADS-B are wonderful tools but they might lead us into complacency, listening for alerts instead of actively scanning for traffic. While the FAA’s advisory circular update covers many methods for improving situational awareness and avoiding collisions—from disciplined ground operations and radio communications to more thorough use of electronic flight monitoring equipment—its main point was that a constant, methodical, and well-practiced scan for traffic forms the foundation of collision avoidance.

The post Pilots Bear Responsibility For Avoiding Midair Collisions: FAA appeared first on FLYING Magazine.