Lesson 15 - Notices to Airmen
September 14, 2022
In order to get comfortable in flying to a Towered field, the most efficient way is to actually fly to the a towered field. I have been chair-flying my trip from Rostraver to Latrobe, and with each iteration radio calls were becoming easier to follow. Today's lesson was geared towards consolidating my prep and familiarizing myself more to all elements, but I didn't know that beforehand. Considering the past 2 lessons, I prepared the following for my trip to Latrobe for today’s lesson.
I obtained the standard report from 1800wxbrief for Rostraver and Latrobe airports.
I jotted down the radio frequencies for both Rostraver and Latrobe.
I practiced radio calls.
In anticipation of emergencies simulation, memorized at least the most important tasks for them.
Before the lesson started, I received a gift from Drew - Briefing Cards for my future trips. It sure is very handy and fits right on the knee board. I filled it in prior to the lesson and I was feeling good about my prep so far. I had missed one very important piece of information that we will get to shortly, but at this point in my lesson, I was ready and I felt prepared.
So we took off, departed to the Southeast, and started our trip to Latrobe. I went through all the appropriate checklists in each phase, and established proper communication with the Tower.
Once the wheels were off the ground I went through the After-takeoff checklist.
Once I reached my desired altitude of 3500 feet, I leveled the plane and went through the Cruise checklist.
I managed communications with Palmer Tower and as I started my descent to Traffic Pattern Altitude (TPA) of 2200 feet, I went through the Descent checklist.
As I approached the Latrobe airport, Tower told me that there was another plane on the Final leg for Runway 24. I started looking for traffic outside, and in few seconds I identified the approaching traffic at Latrobe airport. The tower told me
Tower: Six Eight Zero, you will be following the traffic on about a mile final traffic in sight
Me: Palmer Tower Six Eight Zero, follow traffic on a mile final traffic in sight.
Tower: Six Eight Zero, Number Two, Runway Two Four, clear to land following the traffic.
Me: Number Two, Runway Two Four, clear to land following the traffic. Six Eight Zero.
With that, I continued my approach. I joined the traffic pattern in the right midfield downwind (as instructed by ATC), followed by base, final, and then landed the plane.
I was really happy with my approach to Latrobe today. I maintained the TPA altitude through the downwind, had a good descent rate of 500 ft./min, and more importantly, my final approach was very stable. I found the centerline early on and held onto it until the landing.
As I landed, ATC gave me taxi instruction.
Tower: Number Six Eight Zero, left next taxiway parking via alpha with me
Drew: Six Eight Zero, we are ready to depart, Six Eight Zero.
Tower: Six Eight Zero, Roger, he'll just make a one eighty and hold short runway two tour at delta.
Drew: Make a one eighty and hold short runway two four at delta.
I didn't follow what that was about. Drew asked me to look at the taxiway on the left. As I peeked, I saw huge construction equipment on Taxiway Alpha, and for that reason, the taxiway was closed for maintenance.
This was a critical detail I had missed to notice in my prep for today’s lesson.
When I gathered my 1800wx brief report, there was a section for NOTAM. NOTAM is short for Notices to Airmen. In that section there was following piece of information.
I had glanced over this piece of information but it didn't really register much at that time. Frankly, so far in my training, I had never applied any of the NOTAMs as such. I was aware that they exist, but before today, it was as good as any other piece of information that I didn’t care much for. But after today, I will pay extra attention to NOTAM section of the brief for sure.
As Drew tuned the plane 180 degrees around and I waited for Tower to clear me to take-off, there were two other planes ATC was communicating with. In between Tower made sure with us if the length of runway was good enough for us to take-off.
Tower: Number Six Eight Zero, are you gonna be one at the intersection departure, there is four thousand two hundred feet (of runway) available
Drew: Yeah, four thousand two hundred feet is good.
Tower: Roger Six Eight Zero, let me know when you are ready.
I went through the Before take-off checklist and made sure everything was in the order.
Me: Palmer Tower, Six Eight Zero, ready to take-off runway two four at delta
Tower: Six Eight Zero, Roger. If you will hold short for driving traffic
Me: Six Eight Zero, holding short at two four at delta, Six Eight Zero.
While I was holding short, I heard the radio communication between Tower and the other plane.
Plane 7HE: Palmer Tower, Seven Hotel Echo, right midfield downwind runway two four
Tower: Number Seven Hotel Echo, Palmer Tower Roger. The tower will call your base.
7HE: Tower will call our base, Seven Hotel Echo.
This was new piece of comm for me, and it was interesting to know how the tower operates while scheduling the traffic. After further research, I realized there are few more options the tower can opt for. In order to provide appropriate separation between incoming and outgoing traffic, Tower can
Either let you proceed with your approach or,
It can ask you to extend your downwind, or,
It can call your base turn, or,
It can ask you to proceed out to ‘X’ miles long final, or,
It can ask you to make a 360 degree turn.
All of the above options can ensure the enough spacing between two airplanes. In fact 7HE plane asked tower for a 360 turn.
7HE: Palmer Tower, can we make a left three sixty instead
Tower: Number Seven Hotel Echo, affirmative. Make a left three sixty
7HE: We will make a left three sixty, Seven Hotel Echo.
Soon after that Tower gave us clearance to take off.
Tower: Number Six Eight Zero, runway two four at delta, clear for take-off.
Me: Palmer Tower Six Eight Zero, runway two four at delta, clear to take off, Six Eight Zero.
So we took off and departed to Northwest - towards Rostraver.
En-route to Rostraver, as expected, Drew simulated emergency situations. This time, he simulated Cabin Fire situation, followed by Rough running engine situation. Although I got to checklist and followed the steps, during the ground schooling (post lesson), I realized:
I wasn't quick enough. I spent at least two minutes paying attention to other stuff, such as airspeed, altitude, ground references, before I reached out to the checklist and followed the actions.
In real life scenario, this can be the difference between life and death.
For rough running engine simulation, once I go through the checklist, if the issue is not isolated, then potentially engine failure is likely to happen soon, and hence, I should be prepared to go through Engine Failure Checklists. I did not do that during the simulation. From the training perspective, I like how situation can quickly escalate. It definitely provides you with a perspective.
So that was it. As always it was an intense lesson, but I was much more comfortable than before. Personally, I feel like I made some major improvements around
the adjustments (when needed),
finding the centerline on final,
squaring off my turns in traffic pattern.
This is all very good news. All the hardwork is finally showing in my actions, and things are starting to feel a bit more natural.
Awesome...!
Ok, now I read all your articles. Wow, Gaurav, you are a daredevil for sure. Your write up sometimes is too technical for a lay person like me, but I enjoyed your honest account detailing your short comings too. Way to go!!!!