Page 34 - Dec23T

On Final
by David Miller
Are You Really Safe to Land?
Perhaps I am overly sensitive, but it seems like I see a headline in the newspaper or a lead story on the nightly news almost every week.
PLANES NARROWLY
MISS FATAL COLLISION
• Learjet takes off without a clearance from KBOS
• Boeings pass within 100 feet at KAUS
• Bizjets collide on runway at KHOU
The above events involved two professional crew mem-
bers. It’s not just a single-pilot issue.
The NTSB reports an increase in runway incursions. Nu-
merous factors are at play. We are flying more, post-Covid. A significant shortage of air traffic controllers exists. Fewer controllers are working longer days. One I know reports a one-year lead time to request any time off. A lot of new hire training is happening at your favorite airport.
Many of us flying for decades have become accustomed to hearing “cleared to land” and assuming that we are in- deed safe to land. We have been lulled into feeling a sense of security in those words.
We can no longer assume anything.
The problem is not going to be solved overnight or with any magic wand. In the meantime, what do we do?
1. Slow down
Does it seem to you that our airspace seems really full? Have you tried to transit Florida on a Sunday afternoon? Trying to convince the airlines or the flying public that there might need to be a longer wait for the next flight is no easy task. Unfortunately, it will become much easier after the first mid-air collision.
2. Technology
At a few major airports, the FAA has installed red and green flashing lights at runway hold short points. Granted, it’s an extra step for the controller to flip a switch to turn red to green. Perhaps that extra step is needed, especially for crossing runways.
3. Mind Games
Anything we can do as pilots to lessen the risk of a run- way incursion is important. I use a verbal reminder such as, “final is clear” as I line up. Having this reminder causes me to look for traffic. Of course, it’s hard to see a Cessna 172 several miles out, but you might be startled to see a 737 on
a quarter-mile final. I also verbalize “run- way appears clear” on short final before I touch down. This forces me to verify that the Cessna 172 that was told to exit at a certain taxiway actually did. Others have a ritual of turning on their landing lights when cleared for takeoff and not before. Or turning on the pitot heat only after clearance. Some airplanes will present a warning message that is clearly visible to the pilot and can be used as a subtle message that you have not been cleared to go until you extinguish it.
Controllers and pilots can do better. Es- pecially working together.
Fly safe.
David Miller has owned and flown a variety of aircraft from light twins to midsize jets for more than 50 years. With 6,000 plus hours in his logbook, David is the Director of Programs and Safety Edu- cation for the Citation Jet Pilot’s Safety Foundation. You can contact David at davidmiller1@sbcglobal.net.
32 • TWIN & TURBINE / December 2023