Av Hazard publicizes safety and operational concerns to help prevent accidents but it works only if we hear from you. Use the postage-free Av Hazard card to describe the hazard and return it to Pro Pilot. To obtain an official FAA review send NASA an ASRS form. For immediate action, call the airport, FBO, ATC, FSDO or the 24-hour FAA Safety Hotline at 800-255-1111. Note: Telephone numbers for all US Towers and ARTCCs are published in Ac-U-Kwik and Pilots Express Airport/ Heliport/FBO directories. To report safety concerns outside the US, contact ICAO HQ at 514-954-8219 or via fax at 514-954-6077. ICAO has worldwide telephone and fax numbers to expedite Av Hazard reports to civil aviation authorities.
Faded airport markings
Airport surface markings at NAS (Nassau, Bahamas) are badly faded. They are particularly hard to see at night and doubly so when those surfaces are wet. I have mentioned this hazard to ATC many times, yet the markings remain faded and I haven't seen any indication that the airport intends to fix the problem.
- According to the Av Hazard card the pilot brought this problem to the attention of the airport as well. Good job! Airport markings are difficult to see at night, especially in the rain when you need them most. Using all available aircraft lighting and ensuring all crewmembers are paying attention to their surroundings will improve safety while maneuvering on the ground, especially when dealing with faded markings. If it's difficult to see markings at an airport, you should stop the aircraft if necessary to complete post-flight checklist items, and then resume maneuvers. Unfortunately, this airport is outside the jurisdiction of FAA, so Professional Pilot can't forward this to FAA. Thank you for bringing this hazard to other pilots' attention. If this problem is encountered elsewhere, pilots are encouraged to inform the appropriate aviation authority.
VFR approach altitude
On approach to TEB (Teterboro NJ), our instructions were "cleared visual Runway XX." In my humble opinion, more specificity should have been given. The 2 visual arrivals that are published are Cedar Grove and Passaic River, which do indeed contain an altitude restriction which is mandatory. We weren't assigned a specific visual arrival procedure, yet ATC told us to descend to 1500 ft. They could have specified which approach we were supposed to fly. Perhaps we should have examined the 2 arrivals regardless.
__ATP. Citation 560
- As with any ATC clearance, pilots should always seek clarification when unclear instructions are given. If you were not aware there were 2 approaches, "cleared visual Runway XX" would seem like a valid clearance. Tower should clarify the instructions if their expectation is for the aircraft to be flown at a certain altitude along a certain route. In this case, if you were aware of published arrivals, you should have questioned ATC for the specific arrival.
Following our landing on Rwy 03R at JNB (Intl, Johannesburg, South Africa), we were told to roll out full length and taxi off at Taxiway H6 and taxi H5 to the terminal. H5 had major construction halfway down its length. A temporary U-shaped taxiway has been paved around the construction site. This was not in the Notams and creates a threat to an aircraft as big as ours-an Airbus A340-600.
- Thank you for sharing this concern. All airports should Notam construction activity-especially international airports with large transport aircraft. Large aircraft could find themselves in a place where they can't turn around, blocking other aircraft or ground traffic. According to the Av Hazard card the pilot reported the hazard to his company. He should ask his company operations department to request the construction project be added to the airport Notams. A request should also be made that JNB tower or ground control report the construction on H5 in the taxi clearance if radio time permits. This Av Hazard will not be forwarded to the FAA hotline since JNB is an international airport.
Navigating the DC ADIZ
Effective 02-09-09, any pilot flying VFR within 60 miles of the DCA VOR must complete pilot awareness training as required by 14 CFR Part 91.161, "Special Awareness Training." The course is available online and explains the requirements and procedures for operating in the DC ADIZ. Once the pilot completes the training, they must print out a completion certificate and keep it. The training certificate does not need to be on the pilot's person, but must be presented to FAA or a law enforcement officer if required. The course is on FAA's website, faa.gov/ safety, and can be accessed by clicking the "Online training for pilots" link. There is also a DC ADIZ checklist that can be downloaded to keep the VFR pilot "legal" at the same website.
For pilots without Internet access, the training is available at the local Flight Standards District Office. Pilots must file a VFR flightplan and receive a discrete squawk for flight in the ADIZ. Two-way radio communications must be established and maintained while in the ADIZ. The aircraft must transmit the discrete mode-C code at all times while in the air. Even if the aircraft is on an IFR flightplan, do not turn off the transponder or switch to 1200 until the aircraft is on the ground. If the pilot turns off the transponder or switches to a VFR code on short final and then has to make a go-around, the aircraft could be in violation of the ADIZ regulations. As flight departments begin planning for the approaching Presidential inauguration, another refresher course pilots flying to Washington DC should study is "TFRs and Special Use Airspace," which can be found on the FAA website listed above.