The arrival

The pilot needs to plan ahead and check the ATIS and know the frequency for the tower and ground control or that of the CTAF if a non-tower airport (NTA). Having it written down helps. Double check the frequency and that of the volume. Sometimes the volume gets turned down and that means that any reception or transmission calls may not be heard. Some country airports have an aerodrome frequency response unit (AFRU) or ‘Beep Back’ system that allows a check of the volume and location from an automated voice.

When inbound to a NTA listen on the required frequency 15 to 20 miles out and make the inbound call by 10 miles not at 10 miles. A fast GA aircraft can be into the circuit pattern before completing a 10 mile call. By listening early the duty runway can be heard from other aircraft using that airport. Planning to make an inbound call at 10 miles can mean that other calls could block a pilot wanting to advise he is inbound.

Planning the arrival also means a gradual reduction in power and speed. Engines do not like to go from hot to cold. It takes a reduction in power to help with the reduction in speed. Use of the trim will also help. If inbound and at altitude a pilot needs to think how far out he needs to start the let down.

The altitude to lose multiplied by two will tell the pilot have many minutes out he needs to commence the descent at a rate of 500’ per minute. Plan to be at the required height prior to arrival overhead the field.

Altitude is very important. Knowing the altitude to be at certain locations is vital.

At secondary airports the altitudes required are spelt out in the ERSA book. At country airports the attitudes are also spelt out in the likes of the VFR Guide. That means light aircraft planning to overfly the destination airport should be at 2000’ AGL before letting down on the dead side of the field. Straight in approaches are allowed, and often taken by commercial operators in order to save time, but if another pilot elects to use the same runway he may find that he is in for a downwind landing!

The overfly can be good for low time pilots or those not familiar with the location. An overfly allows a check of the wind sock, and thus the correct runway and where the taxiways and facilities are located.

Other aircraft around the arrival airport are a concern. Sure it is good to have a TCAS system but not every aircraft has a transponder. Better to have your eyes outside the cockpit looking for traffic. Get the passengers to participate by indicating other aircraft if they see any. Indeed make it a game. ‘A free beer for the passenger who sees the most other traffic’. Inbound can also be a good time to turn on the strobe lights if fitted and the taxi light.

The taxi light is preferred to the landing light. Should the taxi light blow the landing light will still be available for night work. Navigation lights are useless during the day and their daytime operation can result in a blown bulb only to be found when night operations are to be carried out.

Having a copy of the airport layout can be useful. It should show the runway directions, the elevation, taxiways and even where the facilities such as the fuelling station is. Make sure that all radio frequencies are in large easy to read figures.

The arrival should not be a time to relax until after the engine is shut down.

A pre-landing passenger brief is important. A reminder to ensure that seat belts are on and things including bags secured.

The landing itself is a combination of speed, power, flaps and trim. If a retract the pilot gets three shots at ensuring that the gear is down. On the downwind leg, in the pre-landing checks and the final P-U-F check.

In the landing roll only touch the control wheel and the throttle. Keep your eyes out front and the aircraft rolling straight. Leave raising the flaps and selecting the new radio frequency until the runway has been vacated otherwise risk joining the pilots who have drifted off the centre line or inadvertently raised the gear. It happens more often than you think!

The arrival should not be a time to relax until after engine is shut down. Prior to then a pilot needs to be switched on and alert. Having a drink of water and taking a few deep breathes when inbound can keep him or her stay alert. Be ahead of the aircraft at all times. Think ahead. Plan ahead. It pays off.

Contact Dave by email: [email protected]