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This week's topic:
VFR Flight Example, Part 5: Debert
Planning the Approach
Radio Calls
Joining the Circuit
Touch and Go
Clearing the Area
Before he left Moncton, our pilot did all the pre-requisite
planning I had mentioned. He also did one more thing that I didn't mention.
He researched the airports in his flight plan to determine if there are
any procedures associated with each one that he should know about. This
included Moncton (as his departure point), Debert (where he plans a touch
and go), and Halifax (his destination). As mentioned before, his research
about CCQ3 indicates that it is just outside the Class D airspace surrounding
Halifax, so he need not call Halifax Terminal as he approaches from the
north. Forecast winds for both Halifax and Moncton indicated the winds would
be light out of the west, so it's likely on this fine day the winds will
be westerly at CCQ3, too. The Canada Flight Supplement in effect when this
flight was planned says this about Debert:
COMM ATF ARR DEP |
unicom ltd hrs O/T tfc 123.0 5NM 3,100 ASL Halifax Tml 119.2 Halifax Tml 119.2 |
(some segments left
out) |
|
PRO |
Rgt hand circuits auth for glider & tow planes
(CAR 602.96). DO NOT OVERFLY AERODROME during glider ops. Preferred
rwy 23 gliders, rwy27 others, winds permitting. Glider ops 123.0 dur glider
activity. |
CAUTION |
Glider activity Jun-Aug. Vehicle & acft launching.
All twys ruf. Paradrops Jan to May & Sep to Dec below 12,500 ASL within
2 NM. Rwy 05/23 surfaces deteriorating. 2000' abandoned portion of rwy
05/23 suitable for taxi only. |
These tell us several important things. First off, our radio
calls, given the time of day (around midday) are likely to be directed
to Debert Unicom. Were this the middle of the night, we'd likely have no
ground station in operation, meaning we would directing calls to "Debert
Traffic" on the same frequency, 123.0 (O/T means "other times"). Aerodrome
Traffic Frequency (ATF) procedures are in effect, which means that aircraft
with radios within the area specified must broadcast their intentions on
that frequency. The ATF also allows for aircraft without radios as well,
unlike a Mandatory Frequency (MF). The ARR and DEP sections refer to IFR
aircraft departing and arriving CCQ3, so they don't apply to our pilot on
this flight.
In the PRO (short for "procedures") and CAUTION sections,
CCQ3 has a few things of interest for us. Winds permitting, we should plan
on using runway 27 at CCQ3. Gliders are likely to be operating on runway
23, since we're in the June to August period specified in the CAUTION section,
and in setting up for runway 27, our pilot is not allowed to overfly the
aerodrome. This means he has to find another way to get in there, since approaching
an east-west runway from the north to allow for a westerly landing, the pilot
would normally be required to overfly the runway at about midpoint to join
the downwind leg for the left-hand circuit. He'll have to call up UNICOM
and see what's out there for traffic and winds to plan further. Also, since
right-hand circuits are authorized for runway 23, the pilot might encounter
someone north of the airport setting up on a right-hand downwind for runway
23.
Last item of note: Descent. In Class E airspace, no clearance
is required for a VFR aircraft to change altitude. The pilot determines
an appropriate point to begin descent, and descends when he is certain there
is no traffic in front of him to conflict with and no terrain or obstructions
to cause major headaches or aircraft loss. Our pilot has chosen to descend
at about 500 feet per minute. Given that he has to lose approximately 2,500
feet to reach circuit altitude, he'll start descent at about 5 minutes out
of the circuit pattern, perhaps as far back as 10 minutes out of CCQ3. Running
at about 2 NM per minute, starting descent at 10 minutes back means he'll
begin descent approximately 20 NM north of CCQ3. All of this is just a guideline,
but it is practical.
The following radio sequence takes place when the pilot determines
he is at the point where the radio call is required. What is that point?,
you might ask. The regulations for radio calls at an ATF/MF area includes
a call 5 minutes prior to commencing an approach. Other calls are required
elsewhere, such as in the downwind leg and when on final. This call starts
the ball rolling, telling other aircraft where you are and what you plan
to do *before* you get to the area of concern.
CGOOF: "Debert Unicom, Cessna Golf
Oscar Oscar Foxtrot."
UNICOM: "Cessna Golf Oscar Oscar Foxtrot, Debert
Unicom."
CGOOF: "Oscar Oscar Foxtrot ten miles north, three
thousand five hundred, inbound for a touch and go enroute to Halifax."
UNICOM: "Oscar Oscar Foxtrot, preferred runway two
seven, winds two eight zero at five knots, altimeter three zero zero two.
Traffic is an L-19 in the right hand circuit runway two three and two gliders
west of the field reported inbound for runway two three, also right hand."
CGOOF: "Oscar Oscar Foxtrot, roger. I'll stay outside
five miles of Debert and join straight-in for runway two seven."
UNICOM: "Oscar Oscar Foxtrot, roger."
The pilot's thoughts involve the idea of joining the circuit
on a long final approach, which is a legal entry to a traffic circuit, based
on the known traffic operating on runway 23 in a right hand circuit. Since
he is north of CCQ3 now, and the traffic is west of the field approaching
for a right hand approach on 23, staying outside 5 NM should give this traffic
plenty of space to do their pattern and land. Then it's just a matter of
ensuring no conflict at the airport itself.
The pilot uneventfully passes the northeast side of the ATF
area. All the other traffic, as predicted, stays inside this area while setting
up for their own approaches, and this solves potential conflicts, as well
as gets away from the idea of having to overfly the airport (which was not
allowed here for the approach on 27). Now about 6-7 NM away from the airfield,
still outside the ATF area, he's basically ready to line up for 27. Just
before making the turn to final:
CGOOF: "Oscar Oscar Foxtrot, six
miles east, turning final runway two seven."
UNICOM: "Oscar Oscar Foxtrot, Debert Unicom, traffic
is a glider on final runway two three, and another in right downwind."
CGOOF: "Oscar Oscar Foxtrot."
Where runways 23 and 27 don't quite intersect (see diagram at left, runway
27 is the bottom runway, almost parallel with the bottom of the chart, and
runway 23 is the one that starts in the top center and points toward the
bottom left), there isn't really an issue of traffic conflict here at the
runways. Since the traffic is a glider, there will be very little likely
of a go-around. Gliders lack much of the power required to pull such an operation.
Still, it is a good idea to keep an eye on the traffic to see what they do.
If the other aircraft does overrun runway 23, he may very well stroll ahead
onto the runway planned for our pilot's touch and go. Watching the traffic
on the other runway, our pilot decides to descend for his touch and go after
determining the risks of the converging traffic to be minimal.
CGOOF: "Oscar Oscar Foxtrot two miles
final for runway two seven, touch and go with a left turn out."
With that, the pilot continues the approach, watching the
traffic on 23, as well as glancing at the windsock to confirm the wind speed
and direction advertised by Unicom. The touch and go is executed smoothly
and the pilot begins the climb out. A normal profile may be carried out here,
making the left turn as usual in the circuit. Halifax International is roughly
on a heading of 190° from CCQ3, but the pilot has intended to fly south
to overfly highway 102, so he just keeps the crosswind heading of 180°,
and makes a call to advertise the fact.
CGOOF: "Oscar Oscar Foxtrot clear
of the circuit, heading south to pick up highway one-oh-two toward Halifax,
climbing to four thousand five hundred."
Once clear of the ATF area (5 NM, as indicated above), the
pilot is required to make a call, just as was done at Amherst in a previous
part of this flight.
CGOOF: "Debert Unicom, Oscar Oscar
Foxtrot leaving the area to the south, switching to Halifax Terminal."
UNICOM: "Oscar Oscar Foxtrot, Debert Unicom, roger."
I've reproduced the map here which shows the area between CCQ3 (top right)
and CYHZ (bottom center). It shows that the area immediately outside of Debert's
ATF is Class D airspace associated with the Halifax Terminal Control Area
(TCA). As such, the pilot needs to establish communication with Halifax Terminal
on 118.7 (the established frequency for VFR in the Class D). The area, as
mentioned in a previous topic, has not only lateral boundaries, but also
vertical boundaries (a floor, in this case). This means the pilot can fly
VFR in the TCA without talking to Halifax Terminal, provided he remains below
the floor of the Class D, just as surely as if he were skirting the outer
edge of it. In this case, the floor, as drawn in the diagram at right, is
2,900 ASL. Our pilot is nearing this altitude, so he must establish communication
before reaching it. That's for next week, though.
I'm open to hearing comments and questions, positive and
negative. My e-mail address is good for all correspondence, and it is moxner@nbnet.nb.ca.
Thanks for taking the time to read!