Weather Hazards

The Dangers of Fog

Weather plays a huge role for pilots and the safety of others. Additionally, weather can also be a challenging factor for pilots to maneuver through. However, fog poses a huge threat to not only inexperienced pilots but for experienced pilots as well. When a pilot can’t see the runway, it becomes dangerous for a safe departure and landing. Also, “fog the second-most fatal factor, was associated with 40% of all accidents, fatal accidents, and fatalities within the ceiling, visibility, or precipitation-related category” (Flutz 2016).  Furthermore, it’s the pilot and air traffic controller’s job to ensure every flight is safe. “Having weather information available to pilots, air traffic controllers, and meteorologist is crucial, improper understanding and misutilization of this information can prove just as dangerous (if not more dangerous) as not having that information at all” (NTSB 2014).

“Fog is a cloud that is on the surface. It typically occurs when the temperature of the air near the ground is cooled to the air's dew point. At this point, water vapor in the air condenses and becomes visible in the form of fog” (PHAK 12). Look at it this way, it’s hard to drive in fog no matter what he or she is operating. Whether the operator knows the roads very well or not, the bottom line is, when operating a vehicle and unable to see it becomes dangerous. The same concept applies to a pilot flying an aircraft. It’s harder for them to effectively fly an aircraft when relying on the instruments. Although pilots are trained to fly in adverse weather conditions, landing can still be a challenging task when the pilot is unable to see the runway. This is why the FAA has certain reports to help pilots make a safe assessment. Additionally, the most commonly used reports are, aviation routine weather report (METAR), pilot weather reports (PIREPs), and runway visual range (RVR) (PHAK 13). Also, “the FAA and the industry are working together to identify risk, pinpoint trends through root cause analysis, and develop safety strategies” (FAA 2018).

In conclusion, there can be unwanted weather conditions that pose a threat, but there are several approaches the pilot can take to safeguard everyone on the aircraft. Whether it's delaying or canceling the flight, the pilot and tower need to make a proper assessment of the conditions to ensure the safety of everyone. "Aviation weather reports are designed to give accurate depictions of current weather conditions. Each report provides current information that is updated at different times" (PHAK 13). The reports are implemented to ensure pilots make a safety assessment before operating the aircraft. At the end of the day, life is not worth making a simple mistake to ensure the aircraft takes off. So be smart and always take precaution when operating an aircraft.

References

Flutz, A. & Ashley, W. (2016). Fatal weather-related general aviation accidents in the United States. Physical Geography. Retrieved from http://chubasco.niu.edu/pubs/Fultz%20and%20Ashley%202016.pdf

National Transportation Safety Board. (2014). General Aviation: Identify and Communicate Hazardous Weather. Retrieved from https://www.ntsb.gov/safety/mwl/Pages/mwl7_2014.aspx

Federal Aviation Administration. (2016). Weather Theory. Pilots Handbook of Aeronautical Knowledge FAA-H-8083-25B chapter 12 14-15. Retrieved from https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/14_phak_ch12.pdf

Federal Aviation Administration. (2016). Aviation Weather Services. Pilots Handbook of Aeronautical Knowledge FAA-H-8083-25B chapter 13 5-6. Retrieved from https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/15_phak_ch13.pdf

Federal Aviation Administration. (2018). Fact Sheet-General Aviation Safety. United States Department of Transportation. Retrieved from https://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=21274

Air Traffic Control Entities

Airspace Classifications

There are many types of controlled airspace that are organized by specific classifications. These classifications range from Class A to Class G and each class has its own restrictions as well. To give you an idea on what these restrictions are, Class A airspace is for an aircraft operating at 18,000 feet MSL up to and including FL 600 where Class C is restricted to the surface on the airport to 4,000 feet above airport elevation (FAA, 2016). Also most airports have their own classification, based on its size and volume of aircraft that arrive and depart on a daily basis.

RDU vs FAY

   As illustrated in the chart above, there is a big difference between a Class B (surface to 10,000 feet MSL) and a Class C airport (FAA, 2016). Two airports that can be used as an example is Fayetteville Regional Airport (FAY) and Raleigh-Durham International Airport (RDU). While RDU is a Class B Airport, FAY is a smaller airport and categorized as a Class C airport. Although there are multiple similarities with both the airports, there are several differences that could be explored as well. Additionally, these similarities are directed to how they support air traffic management as well. Even though RDU is larger than FAY, the similarities extend to all airports in general. All airports are strategically placed into an airspace classification, they all have directed landing requirements that are in place, and they have specified altitudes they must operate. Also, they all have communication requirements and monitoring that they must abide to as well. Due to these similar requirements, this has assisted in the success of how each airport operates.

Differences

As for differences, there are several of those aspects as well, especially with RDU in comparison to FAY. With a larger airport like RDU, Air Traffic Controllers (ATC’s) must be highly proficient in their duties. The reason is because hundreds of flights leave on a daily basis and there is so much air space traffic that one mistake could be a fatal mistake if not actioned correctly. Also, RDU has more lighting and visual aids due to having more runways so that departing and arriving aircraft can distinguish between where they are to land and depart from. An airport like FAY, since it is a smaller airport, might not have as much lighting and less visuals due to having only one runway. Also, that makes an ATC’s job a lot easier since they do not deal with the volume that RDU deals with. Lastly, with FAY, there is less of a chance of having communication congestion due to small amount of volume that it has compared to RDU. 

Conclusion

 The FAA has directed Airspace Classifications for a reason. There are many airports and they need to be categorized based on their size and volume of aircraft that depart and arrive on a daily basis. As compared above, there are many similarities and differences between a Class B and Class C airport. Although those similarities apply to all airports, the differences can range or change depending on the classification of the airport. Most importantly, understanding these classifications will illustrate how each entity supports air traffic management and what level is needed to in regards to air traffic management for each of these classifications.  

References

FAA. (2016). Pilots Handbook of Aeronautical Knowledge. U.S. Department of Transportation, Federal Aviation Administration. Retrieved From https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/17_phak_ch15.pdf

The Airport and the Environment

Deicing Concerns 

Every winter certain airports run into issues during winter. The aircrafts have to be deiced, and the runways salted. However, this process sparks concerns for the environment. Additionally, managers run into the issues of getting the aircraft up and running in colder environments.  “Airports across the country spray millions of gallons of deicing chemicals onto airliners and allow the runoff to trickle away. When the chemicals end up in nearby waterways, the deicing fluid can turn streams bright orange and create dead zones for aquatic life” (2009).

Harsh winters have an impact on aircrafts, that’s why the deicing process is critical for the overall performance of the aircraft. “The buildup of ice and snow on critical surfaces of an aircraft decreases lift and can lead to disastrous results” (2010). The process is essential for aircrafts and progression of the aviation industry. However, those same chemicals should have just as much an impact in protecting our environment as well. The industry can improve the situation in three easy steps. The first step, acknowledge and address the problem. Secondly, develop the best course of action to clean up the hazardous chemicals. The third step, implement and support the course of action to clean up the hazardous chemicals. If the environmental program is proactive with those three steps, environmental hazards in the aviation industry could be an afterthought down the road.

Deicing chemicals are a growing issue that needs to be addressed. Certain airports have started implementing restrictions and banning certain compounds in deicing products. However, there is still a lot of work that needs to be done to improve the problem. Additionally, manufacturers need to be more accountable for what they are producing while developing improved methods for those products. Also, the aviation industry must come together in agreement with the FAA regulations and implement those regulations immediately. Until that happens, hazardous chemicals from the deicing process will continue to deteriorate the environment and be a growing concern for years to come.

References

Associated Press. (2009). EPA: Limit plane deicing chemical runoff. Retrieved from http://www.nbcnews.com/id/33071411/ns/us_news-environment/t/epa-limit-plane-deicing-chemical-runoff/#.XKLtGphKhPZ

Joe McGrail. (2010). Deicing/ Anti-icing: Environmental Innovation in Deicing Fluid. Retrieved from https://www.aviationpros.com/gse/deicing-anti-icing-equipment-services/article/10370775/deicingantiicing-environmental-innovation-in-deicing-fluid