One of the biggest challenges, even for experienced pilots, is to safely join the traffic pattern when approaching an airfield.
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https://www.easa.europa.eu/newsroom-and-events/news/sunny-swift-picture-airfield-traffic
Happy Landings!
Dominique
GA Airfield ADS-B Traffic Display Trial like at City Airport (Manchester Barton) would be a good idea. AOPA-NL has applied for a similar trial in The Netherlands. Refer to: https://airspace4all.org/barton-go-live-on-our-ga-airfield-ads-b-traffi…
Hi Rudy,
Thanks for mentioning our trial. I appreciate your support. If AOPA-NL want to know more I am happy to talk with them.
It is best for pilots to join the circuit in the expected manner for the airport concerned but unfortunately even when that is done it is no guarantee of 100% safety because ‘See and Avoid’ is fallible. ADS-B Out helps but again is no absolute guarantee, as without ADS-B In there is no added situational awareness in the cockpit (there was a GA airprox in the UK on 02Sep19 where both aircraft had ADS-B Out!).
The Airspace4All GA Airfield ATS ADS-B Traffic Display Trial is evaluating the benefit to GA airfield ATC, AFIS & Air Ground units of having access to an ADS-B surveillance system to enhance their situational awareness and enable them to provide improved traffic information. This provides one more barrier to help prevent conflict at/near GA airfields. It has proved especially useful when someone joins the circuit in an unconventional manner. When I am approaching or in an airfield circuit I would feel much safer knowing that the person I am talking to in the tower has the best possible situational awareness (ATS eyes are fallible too - they are human, just like pilots).
The video here shows a 60 minutes period of circuit traffic at Barton compressed into one minute:
https://airspace4all.org/barton-ads-b-td-2019-06-01/
I am busy writing up the final report on the Airspace4All GA Airfield ATS ADS-B Traffic Display Trial, which will be published very soon. It presents a very positive set of results. As you know, the reason for the trial was that AFIS and Air Ground units are not permitted to use a surveillance system under current UK regulations. Hopefully, our report will provide the real world evidence to help justify policy change.
The UK CAA, based on what they have already seen, have granted permission for Phase 2 of the trial at Barton to continue until 30Apr2020. Barton are very happy to show people how the system works for them. If anyone is interested in seeing the system in use and will be visiting Manchester UK just get in touch.
Steve
Good advice. Risk increases significantly when an aircraft does something unexpected in the traffic pattern. Examples that can occur at gliding sites include gliders finishing a task unannounced or landing near a hangar for convenience, and aeroplanes arriving from long finals without flying the pattern. A call and effective EC (eg FLARM) is helpful re situational awareness.
Electronic Conspicuity gives you traffic alerts (GA, Gliders) on EFB APPs such as SkyDemon and EasyVFR.
[~357] indeed
It is challenge because the traffic pattern operations in Europe is not standardised like for example in the USA. There are written rules how to behave close to any airfield. Not in Europe. Maybe some countries have their own rules (hidden somewhere in their AIP). EASA common flying methodology is missing, common theorethical knowledge books are missing (working well in USA). Its Europe - just reqirements but no tools for flight schools to help them to comply. This is fundamental problem and in my opinion safety issue too.
In France the traffic pattern operations is standardised.You have to apply rules to enter in the traffic pattern. Of course when you are under traffic control you need clearance , and when you are air to air you have to apply rules .
Another great Sunny Swift Issue. Although I do not understand at all, why the abbreviated callsigns do not use the type of plane but the Country of registration. I don´´t care at all where my potential traffic is registered, but to speak with Dominiques words, I am trying to get a mental picture whats happening. The Type would be helpful. So instead of "Delta Hotel Uniform", "Swift Hotel Uniform" .
Unfortunately the German DFS doe not allow this type of abbreviated callsign any more. Just another good example from rule making authority with unqualified personnel. To increase the safety and awareness situation in the pattern, I will still continue using the Type in the abbreviated callsign, although no longer allowed.
My base airfield in the U.K. prefers overhead joins because it gives time to scan the circuit and merge safely into the traffic pattern. My recent instructor renewal long briefing was all about the correct method to conduct an overhead join. On my return home I encountered an aircraft doing it completely the wrong way so eyes out all the time in the circuit.
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