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.
Obliterated airport markings at OGD
At OGD (Ogden UT) the main runway surface markings are obscured by new seal coating applied to the ramp, runway and taxiways. The contractor did a poor job of seal coat application, in addition to which the seal coat was wet and not cured when the airport opened. Aviation traffic has taxied over the seal coat and obliterated the airport markings. The issue was addressed with airport management, which said that funds would be available next year to address the problem. The contractor should have fixed the seal coat and repainted the markings.
__ATP, Cessna Citation
- Proper visible airfield markings are critical to aviation safety—especially during times of poor visibility or bad weather—to ensure that ground vehicles and aircraft can navigate on the airport areas without incident. Thank you for stepping forward and bringing the aviation hazard to airport management. This unsafe condition was forwarded to the FAA Safety Hotline but without including pilot information.
New NYC VFR special flight rules
FAA has changed the airspace rules for aircraft operating in the New York City area VFR over the Hudson and East Rivers. It did so as a result of the Aug 8, 2009 midair collision that took place between a sightseeing helicopter and a fixed-wing airplane over the Hudson River. On Nov 19, 2009, FAA amended 14 CFR Part 93, establishing a Special Flight Rules Area (SFRA) in the vicinity of New York City and creating operational procedures pilots must follow within the SFRA.
The SFRA covers mandatory procedures when operating in the Class B airspace exclusions over both rivers while operating VFR. The most significant changes in the new procedures are altitude corridors. Transient aircraft not intending to use local heliports or seaplane bases must maintain an altitude of 1000 ft up to but not including 1300 ft MSL. Local aircraft may operate from the surface up to but not including 1000 ft MSL over the Hudson River while fixed-wing traffic is prohibited over the East River entirely unless authorized by ATC. A kneeboard-size airspace aid to help pilots operating in the airspace and an NYC SFRA online training course are available from FAA at www.FAAsafety.gov.
Late ATC instructions on landing
As we passed taxiway Juliet on landing roll out on runway 9R at KPTK, the tower controller instructed us to exit at taxiway Romeo. We had passengers on board and we normally use minimum braking to save our company tire and brake money. Heavy uncomfortable braking would have been required so we advised unable but would exit 200 feet further down the runway at taxiway Hotel. We received a verbal reprimand on the tower frequency for tying up the runway and were told other airplanes needed to use the runway too.
This tower controller needs to learn that these special requests need to be made early. These requests should not be made during high speed landing roll outs. Traffic was very light. Passenger safety and comfort are our first priorities. Saving the company money on brakes and tires is a close second. I will do anything I can to accommodate local traffic and ATC needs, but it is my runway until I am clear of the runway. Next time let’s be professional and give me a telephone call for the reprimand, but be ready for the rebuttal.
- ATC must make special requests for early turn off in sufficient time for the pilot to react. Had the tower controller made the request earlier, this pilot may have been able to accommodate ATC’s request. Secondly, the author agrees completely that the radio is no place for a reprimand. Praise in public and correct in private (if warranted).
If the work load was so high, which required a quick turn off, how could there have been any time for a radio dress down? ATC should issue a telephone number and ask for a call. The procedures ATC uses to expedite traffic when needed is fine, but when the traffic is light, ATC should space traffic appropriately allowing for a stabilized approach and a normal touchdown and roll out.