No control/self-control

Uncontrolled airports do not have a control tower or a tower controller. This does not mean there is no control at these airports. Pilots are required to exercise self-control by following all standardized procedures, including correct communications.

A Cessna 337 Skymaster pilot approached Nakusp, BC, from the upwind side of the runway, flew over the runway at mid-field and joined a right-hand downwind for Runway 11. As he was turning to base leg, he noticed a Grumman Firecat fire retardant bomber turn base inside of him and land ahead of him. The Firecat pilot had made all of the correct radio calls as well, but neither pilot heard the other, as the C-337 pilot had forgotten to switch to the Aerodrome Traffic Frequency (ATF) from 126.7. The Firecat pilot was aware of the other aircraft, but he was in a hurry.

Two Cessna 172 aircraft were flying circuits with touch-and-go landings to Runway 33 at Castlegar, BC. A de Havilland Dash 8 reported entering the Mandatory Frequency Area (MFA) with the intention of flying a left base for Runway 15. The FSS specialist advised the Dash 8 crew of the runway in use and the traffic in the circuit. The Dash 8 crew ignored the advisory and proceeded to fly the left base and land on Runway 15.

One Cessna 172 approached Chilliwack, BC from the west and made a radio call five minutes prior to landing, giving his position and altitude. He then crossed mid-field with the intention of joining the circuit for a left-hand downwind for Runway 06. A second 172 also made a radio call prior to entering the ATF area, and proceeded to cross mid-field with intention of joining a right-hand downwind for Runway 06. The two aircraft passed each other head-to-head at mid-field.

The circuit for Runway 06 at Chilliwack is right-hand and is so designated in the Canada Flight Supplement. The first 172 pilot was not familiar with the area and had consulted the CFS for the correct frequency and circuit altitude, but had not noticed the designated circuit direction in the "PRO" section.

Being in a hurry is no excuse for bending the rules. The C337 entered the circuit first and had priority, even though he was on the wrong frequency. The Firecat pilot was returning for another load of retardant before proceeding back to a fire. His job was important, but he created an unsafe condition that could have resulted in an accident.

This is also true for the Dash 8 pilots. They had a schedule to meet, but this in no way gives them the right to ignore the rules. The first aircraft in a circuit designates the circuit in MF or ATF areas. All other aircraft must conform to the procedures for that circuit.

Situations similar to the one that developed between the two C172 pilots are all too common. Pilots are not consulting the CFS for the correct procedures to follow at unfamiliar airports; or they are missing the circuit direction designation for right-hand circuits in the "PRO" section. A similar situation resulted in a mid-air collision between two aircraft at 100 Mile House Airport reported on in a previous column.

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Radio equipped aircraft operating at an MFA must follow the radio procedures outlined below. Radio equipped aircraft operating in an ATF area should follow the same procedures.

Pilots must transmit the following:

 intentions before entering the maneuvering area;

 departure intentions before moving onto the runway;

 before take-off;

 departing the circuit;

 when clear of the MF (or ATF) area;

 before entering the MF (or ATF) area, and where possible 5 minutes before entering the area, giving the aircraft position, altitude, estimated time of arrival at the airport, and the arrival procedure intended;

 joining the circuit and aircraft position:

 downwind:

 final approach;

 clear of the runway;

 when flying continuous circuits – joining the downwind leg, on final with the pilot’s intentions, and clear of the runway after landing;

 and when flying through an MF (ATF) area – 5 minutes before entering the area, giving the aircraft position, altitude and pilot’s intentions, and when clear of the area.

The frequency for an MF area is listed in the CFS. The frequency for ATF areas is 123.2, unless it is listed otherwise in the CFS.

An airport in an ATF area may have a unicom. The person may provide information such as the wind direction, the circuit in use and known traffic. Remember unicom operators provide this information on a part-time volunteer basis only. They do their best, but they have other duties.

Always watch for aircraft without radios and aircraft on the wrong frequency. NORDO (no radio) aircraft must inform the flight service station or community aerodrome radio station (CARS) of their intentions before operating to, from, or within an MFA. The FSS or CARS operator will be able to pass this information on to you.

In an ATF area, NORDO aircraft pilots may operate any time they wish. They must follow established procedures however, just as pilots flying radio-equipped aircraft must. If you are where others expect to see you, they are more likely to see you.

All pilots must be vigilant in their lookout for other aircraft at uncontrolled airports. Most of us have the habit of looking in the direction we wish to turn. Too few of us look in the direction away from the turn. Pilots often join the circuit directly onto downwind, base or final. We will only see them if we look away from our circuit turns. Treat all corners of the circuit as intersections and look both directions before entering.

Maintain a listening watch on the appropriate frequency at all times. Pilots giving position reports are telling you where to look for them.

If we provide self-control in MF and ATF areas, and if we are ready for the characters who believe in no control, we may avoid some unpleasant surprises.