CFI-to-CFI Newsletter - Volume 12 Issue 3 - 13

ASI MESSAGE
the past year. Survey participation represents 11 percent of the 6,597 pilots
registered in Alaska. Clearly, traffic spotting, avoidance, and deconfliction
are critical skills to Alaskan pilots.
Forty-seven percent of the Alaskan pilots involved in a near miss listed
communications as the contributing factor: lack of communication;
frequency congestion; and confusing, or nonstandard, terminology. Alaskan
pilots overwhelmingly believed that ADS-B could play a better role in
preventing near-misses. Half of respondents were ADS-B equipped. ADS-B
coverage is a sensitive issue. Because of the mountainous terrain and large
expanse, complete ADS-B coverage in Alaska doesn't exist and is expensive
to implement. The FAA plans additional ground stations, which will help
ADS-B adoption, but full coverage isn't in any near-term plans.
Some suggest we can reduce the potential for midair collision by adding
more randomness in our altitude selections. Their analysis adds credibility
to a thought I've had while cruising VFR. With proliferation of GPS,
autopilots, and digital displays, we are all flying more precisely than ever
before with instrumentation that's more accurate. Variances in system
tolerances, analog displays, and interpretations are disappearing, resulting
in smaller altitude and course discrepancies. More pilots are flying exactly
on course, exactly on altitude.
FARs 91.159 and 91.179 dictate our cruising altitude options. Even though
cruise midairs are rare, perhaps we can tilt the scales in our favor by flying
random, atypical altitudes when we're below 3,000 feet agl. Often, when I'm
on VFR flight following, I'll advise the controller that I'll hold an unusual
cruise altitude, like 4,700 feet. They typically acknowledge and advise with
that soothing phrase: " Maintain VFR, altitude at your discretion. " I usually
take comfort that there's not likely anyone else cruising at an unusual
altitude like 4,700 feet.
Midair collisions should become extinct. As with almost all things in
aviation, making them extinct will depend on pilots. Adopting new
technologies like ADS-B and maintaining proficiency in using them will
help. Even small advancements such as brighter and pulsating lights that
grab the eye will reduce collisions. Making adjustments like unusual cruise
altitudes where allowed may create some needed space. We can make the
most impact through vigilance in known areas of congestion, such as the
traffic pattern. We can strengthen our discipline to depart or approach
each airfield with all lights on; using standard procedures; clear, crisp
transmissions; and listening actively. Inbound, as we approach the pattern,
we should commit to conclude all of our inside tasks and adopt an eyes-out
posture, utilizing our passengers if appropriate, knowing that we are about
to enter the highest-risk arena for midair potential.
Fly safe!
Richard G. McSpadden, Jr.
Senior Vice President, AOPA Air Safety Institute
Richard McSpadden is a commercial pilot and CFI with more than 4,500
hours in 30 years of flying a variety of civilian and military aircraft. He is a
former F-15 pilot and Thunderbirds leader for the U.S. Air Force, and he has
extensive experience in aviation safety, including ground, flight, and special
event operations.
Email: richard.mcspadden@aopa.org
CFI-to-CFI Newsletter - Volume 12 Issue 3

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