Max Trescott Aviation Trends Aloft

NTSB investigating Near Miss Between United Jet and small airplane near SFO - ATC Audio

The NTSB emailed a press release about 1 PM PDT today stating “NTSB has launched an investigation to determine why a commercial jetliner and a small light airplane came within an estimated 300 feet of colliding over San Francisco on Saturday.” While much of this event has been made by news media, a review of the San Francisco tower tape shows that both aircraft were in contact with the tower and followed their instructions. Transcripts of the ATC audio suggests that neither aircraft was in danger, though the aircraft may have been a little closer to each other—a loss of separation in FAA parlance—than permitted. Note: I've edited the ATC audio to remove non-relevant communications. [Follow-up article: New NTSB Rules May Increase Reports of Near Mid-Air Collisions].

The rules for separation vary depending upon where an aircraft is located. These aircraft were both operating in the Class B airspace that surrounds San Francisco and other large airports. In Class B airspace, VFR aircraft, such as the light plane, must be separated from jet aircraft by one of the following three criteria:

1. 1 1/2 miles horizontal separation, or

2. 500 feet vertical separation, or

3. Visual separation.

In this case, the controller was relying upon #3 visual separation. Once the rules for visual separation are met, aircraft are allowed to come as close to each other they would like, as long as they do not collide with each other. In this case, whether there was a loss of separation depends upon whether the controller completed the requirements for visual separation before the aircraft came within 500 feet vertically of each other. The NTSB should be able to make this determination after they compare audio transcripts with aircraft radar tracks. 

The instructions for controllers to establish visual separation are as follows:

A pilot sees another aircraft and is instructed to maintain visual separation from the aircraft as follows:

(a) Tell the pilot about the other aircraft including position, direction and, unless it is obvious, the other aircraft's intention.

(b) Obtain acknowledgment from the pilot that the other aircraft is in sight.

(c) Instruct the pilot to maintain visual separation from that aircraft.

(d) Advise the pilot if the radar targets appear likely to converge.

NOTE-

Issue this advisory in conjunction with the instruction to maintain visual separation, or thereafter if the controller subsequently becomes aware that the targets are merging.

(e) If the aircraft are on converging courses, inform the other aircraft of the traffic and that visual separation is being applied.

(f) If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (the pilot must use that entire phrase), the controller need only “approve” the operation instead of restating the instructions.

At San Francisco, the light aircraft was at approximately 1500 feet when the tower controller advised its pilot “70 Echo, Traffic off the departure end climbing out of 500 heavy triple 7.” The light aircraft advised that it had the Boeing 777 in sight and the controller instructed “Maintain visual separation, pass behind that aircraft.” Once that conversation was completed, the controller established visual separation between the aircraft and they were then legally permitted to come as close to each other as they chose. At issue however, will be whether the controller completed his conversation with the light aircraft before it came within 500 feet vertically of the United Boeing 777. If the aircraft were less than 500 feet apart before he completed the conversation establishing visual separation, than he probably had what controllers call “a deal,” an error which led to aircraft coming closer together than permitted. If he completed the conversation in time, than it seems unlikely that any rules were broken.

Note that a 777 typically climbs out at about 2,500 feet per minute. Thus if the controller truly initiated the visual separation instructions when the 777 was at 500 feet, he had 12 seconds to complete the conversation before the aircraft reached 1000 feet. 

So if no rules were broken, why was the event reported? According to the NTSB, the United aircraft’s TCAS unit issued a conflict resolution. This occurs when it detects a potential collision and issues instructions to climb or descend. Any time a conflict resolution is issued, United company rules require the pilot to file a report to the company’s Flight Safety Awareness Program within 24 hours. Those reports are reviewed within a week by company management, the pilot’s union and the NTSB. And that is probably what triggered the current investigation.

I’ve attached my transcript of the audio below. Note that today’s NTSB press release incorrectly stated that the light plane was “an Aeronca 11AC (N9270E),” and this mistake is being repeated in most news reports. According to a pilot I contacted who was familiar with the incident, the light aircraft was actually N9870E, a Cessna 182, which is confirmed by the San Francisco tower audio. I exchanged email with the NTSB public relations department today and they replied that they will notify the NTSB investigator assigned to the case.

In the transcript, SFO tower is the tower controller. UA889 is the Boeing 777 departing San Francisco for Beijing and 9870E is the Cessna 182, which was flying north to south along highway 101.

11:09:28

9870E: San Francisco Tower 9870 Echo 1.6 [indicating he’s at 1,600 feet]

11:09:33

SFO Tower: 8270 Echo San Francisco tower, roger keep Highway 101 off to your left side

11:09:33

9870E:  70 Echo

11:10:03

SFO Tower: United 889 28 Left Heavy Position and hold

11:10:06

UA889:  Position and hold 28 Left, United 889

11:11:41

SFO Tower: United 889 Heavy Winds 090 at 6, Runway 28 Left Clear for takeoff.

11:11:41

UA889:  Clear for takeoff 28 Left United, uh Triple 889

11:13:44

SFO Tower: 70 Echo, Traffic off the departure end climbing out of 500 heavy triple 7.

11:13:49

9870E: 70 Echo is in sight

11:13:51

SFO Tower: Maintain visual separate, pass behind that aircraft

11:13:55

9870E: 70 Echo, Pass behind him

11:13:57

UA889:  Is that Traffic for 889?

11:13:59

SFO Tower: Just ahead and to your right, has you in sight, Cessna one-thousand 500, they’re maintaining visual separation

11:14:05

UA889: [Unintelligible]

11:14:07

SFO Tower: 889 Heavy traffic no factor, Contact Norcal Departure

11:14:10

UA889: OK, That set off a TCAS that was….that

11:14:18

UA889:  We need to talk.

11:14:21

SFO Tower: Roger.

Cessna’s First Lady Rose Pelton Talks about Learning to Fly in Her SkyCatcher

Rose Pelton, wife of Cessna Aircraft CEO Jack Pelton is effervescent when she talks about getting a pilot certificate in her new Cessna 162 SkyCatcher. As she stood next to what was literally “her” aircraft on display at the Sebring LSA Expo, she explained to me the N450RP registration number on the aircraft. The RP portion was obviously her initials. The “450” she explained was “for my 50^th birthday.” Personally, I think she got the registration number 10 years earlier than she needs it, but regardless she shows that empty nesters interested in aviation can get started learning to fly.

Rose started her quest to get a pilot certificate 4 years ago by taking a Pinch Hitter course that included ground training and 4 hours of flight training. “But when we [She and Jack] bought the 206 with the G1000, I knew that it was a little too much for me to learn to fly in.” Fast forward four years and she’s 16 hours into her flight training with Cessna pilot Kirby Ortega or “Kirby-san” as she called him as he climbed into her aircraft so that I could take their picture.

 “I had 5 hours of training in the SkyCatcher when Jack suggested that I might want to fly the plane to [the Sebring LSA Expo in] Florida. Even with just 5 hours in the plane, I was totally comfortable with the idea.” Flying two legs a day, it took Rose and Kirby just 9 hours spread over two days to travel from Wichita to Sebring. 

Asked about her training, she explained that she’s following Cessna’s new syllabus. “I’ve done slow flight and S-turns along a road” and followed along on the controls as Ortega demonstrated takeoffs and landings. “We have the plane” means that they’re on the controls simultaneously. Facebook friends follow her progress. One recent status update said “Practiced taking off and landing.....even landed one by myself.”

 Julie Filucci, Manager of Cessna’s more than 280 Cessna Pilot Centers, feels that with only 6% of all women being pilots, there’s a huge opportunity to attract more women to aviation. “50 is the new 30,” she said, indicating there’s an entire generation of potential pilots like Rose. 

Whether intended or not, Cessna has found the perfect spokeswoman in Rose. I can’t wait to hear more about her progress and I hope she motivates tens of thousands of people to start learning to fly. If you’re interested in learning to fly, download my free Learn to Fly ebook—which has a picture of Rose’s SkyCatcher on the cover—and then call a flight school to schedule your first lesson.

Review of PiperSport and Cessna SkyCatcher Avionics and Photos

 Attention web readers: This is a companion piece to my Trends Aloft column in the April issue of EAA Sport Aviation magazine. Magazine readers looking for more photos from the article will find links to them near the bottom of this article.

Last year, my friend Jim Campbell who runs the Aero-News Network news service made an offhand remark that snowballed into a productive and rewarding week in Florida. At the time I didn't expect to act on it, but he planted a small seed in my brain. His words were "You should attend the Sebring LSA Expo."

Weeks later when my wife said she wanted to visit her mother in Florida, we agreed to schedule a visit around the dates for the Sebring show in late January. Little did we know, I would spend most of the time committing aviation. It became a deeply satisfying week I'll always remember.

The day before we left, I flew with a client who owns an amphibious Cessna Caravan. He casually mentioned he was interested in volunteering the aircraft for use in the Haiti earthquake relief effort if it could be used productively. The following night in Florida, I watched a local TV news story about Missionary Flights International’s work in the Haiti relief effort and I’ve previously written about my visit to them the next day.

The next morning I drove to Sebring, but not for the LSA Expo, which wouldn't start for two more days. Instead I’d be test flying the new Cessna SkyCatcher LSA (Light Sport Aircraft) owned by Rose Pelton, wife of Cessna CEO Jack Pelton. I’ll post more about Rose later this week. After flying Rose’s SkyCatcher, I drove 2 hours further north to Altamonte Springs, home to Florida Seaplanes.

It has been seven years since I added new letters to my pilot certificate, so I decided 2010 was the year to get back in the left seat to re-learn how a student pilot feels. I have flown a Lake Buccaneer amphibious aircraft twice and love the plane, but wanted to experience flying floats. To get the most from the training, I flew in an amphibious floatplane and took a more complicated checkride qualifying me as a SES (Single Engine Sea) rated ATP (Airline Transport Pilot). Now I’m prepared if Pan Am brings back the Clipper flying boats and needs new captains. Actually that would require a multiengine seaplane rating, but then there is always next year. I’ll write more about the experience soon.

The following day I attended Sebring LSA Expo, one of five regional shows where LSA dealers exhibit their aircraft to interested buyers. The show’s big announcement was the new PiperSport LSA. I’d been scheduled to test fly the PiperSport in the morning, but lingering fog scrubbed the flight. Instead, I walked around learning about LSAs sold by some of the 106 companies in the business. That night I drove back to South Florida and spent the following day, Sunday, with family.

Monday, my last full day in Florida, held one more aviation adventure. Piper kindly rescheduled my PiperSport flight, so I drove 2 hours to the Vero Beach, Florida factory I’d last visited over 20 years ago. A pilot report of my test flight can be found on the EAA.org Web site. I was favorably impressed and concluded with “Here’s hoping that like the venerable Piper Cub that attracted my grandfather’s generation to flying, the PiperSport inspires a new generation of pilots to discover the joy of flight.”

 The SkyCatcher uses the new Garmin G300 with many of the features of the G1000 found in larger aircraft. The base model has a single glass display with a split screen mode that displays flight instruments on top and a moving map on the bottom. I think many buyers will opt to add a second display. In that configuration, a PFD (Primary Flight Display) on the left displays flight instruments and a MFD (Multifunction display) shows a moving map, terrain, weather, the AOPA Directory and optional electronic charts. A TruTrak autopilot, not installed in the aircraft I flew, is an option. Here are detailed photos of the SkyCatcher instrument panel with my comments.

The PiperSport will ship in three versions. All include a Dynon D100 Primary Flight Display and Garmin GPSMAP 495 GPS. The PiperSport LT adds a second Dynon display for engine monitoring. The PiperSport LTD includes a Dynon autopilot that worked well in heading, navigation and altitude hold modes in the aircraft I flew. Here are detailed photos of the PiperSport instrument panel with my comments.

I’ve been lucky to fly more than a half dozen models of LSA in the last 7 months. Stay tuned for more reports on these flights! Below is a list of shows around the United States that feature LSA aircraft. Consider attending one and checking out whether a LSA fits into your future.

Sun ‘n Fun LSA Mall, Lakeland, FL
    April 13-18, 2010

Arlington Fly-In and Sport Aviation Convention, Arlington, WA
    July 7 – 11, 2010

Airventure LSA Mall, Oshkosh, WI
    July 26 – August 1, 2010    

Midwest LSA Show, Mt. Vernon Airport, Mt. Vernon, IL  

September 23-25, 2010    

Sebring LSA Expo, Sebring, FL
    January, 2011

NTSB Glass Cockpit Safety Study Concludes Pilots Need More Training

 On Tuesday March 9, the NTSB held a public Board meeting to consider a study on whether glass cockpit-equipped general aviation aircraft are safer than aircraft with traditional round gauges. The Board reached the same conclusion as other similar studies. Glass Cockpits have the potential to increase safety. However pilots need additional training, both initially and on a recurrent basis, to reap the benefits of these technologies. Five of the six study recommendations were...

Aviation Professionalism? Control Tower Unstaffed and Cop Shoots Out Airliner Window

 Last week, the big aviation gaffe was the revelation that a JFK controller allowed his children to speak over the radio. Much was written about it and most pilots would agree, the act of a child speaking over the radio was not unsafe. My first reaction was that this was much ado about nothing. But then I realized, having a controller’s child in the tower cab could have created a distraction that might have led to an incident, or as controllers call it “a deal.” 

FAA Administrator Randy Babbitt is...

2010 National CFI of the Year and other GA Awards Recipients Named

The General Aviation Awards program and the FAA announced today the four national award recipients for 2010. I’m proud to count two of the 2010 recipients as friends I’ve known well for a number of years. Both richly deserve the recognition as I’m sure do all of the recipients. As the 2008 National CFI of the Year, I'm always interested in new GA Awards recipients.

Jeffrey Robert Moss of Los Angeles is the 2010 National CFI of the Year. Known as Mossy to his friends, he and I have taught together at several Columbia Recurrent Training Programs (now known as Cessna Advance Aircraft Recurrent Training Program) for Columbia/Cessna 350 and 400 owners. He's the guy I phone when I have questions about operating in the airspace around Los Angeles.

Master CFI Thomas P Turner, who lives near Wichita, Kansas is the 2010 FAA Safety Team Representative of the Year. I’m a reader of...

Product Review: Garmin Aera 560 Portable GPS

 It's rare that I write so many stories on a single topic, but no one dominates the GPS business like Garmin, and its Aera series of portable GPSs really hit the mark. No, they don’t pay me a nickel for these stories and sadly, I do have to send back the Aera 560 unit they loaned me for over a month. I really like the unit and think it’s a solid improvement over the Garmin 296 though 496 series that it essentially replaces. Full disclosure: I do sell an iPhone GPS quick reference guide for the Aera GPSs. Update: Here's a video on using iPhone GPS Guides. 

For an overview of the four Aera models, see my original blog article. Note that it includes a comparison chart I created which highlights...